Access Circulation Parking SPG

Supplementary Planning Guidance
ACCESS, CIRCULATION AND

PARKING REQUIREMENTS
Approved June 2006
Supplementary Planning Guidance
Access, Circulation and

Parking Requirements
(Approved by Council 22 June 2006)
Cardiff Supplementary Planning Guidance
Access, Circulation and Parking Requirements
CONTENTS
Page
1.
Introduction
2.
Legislation, Guidance and Development Plan Policies
3.
Legislation and National Guidance
Development Plan Policies
Guidance on Policy Implementation
3.1
Parking
a) Parking Guidelines: General Requirements
b) Car Parking Guidelines
c) Parking Guidelines for People with Disabilities
d) Car Parking for People with Young Children
e) Cycle Parking Guidelines
f) Parking Guidelines for Powered Two Wheelers
10
g) Parking Layout and Design
10
3.2
Developer Contributions
11
3.3
Planning Conditions
11
3.4
Transport Assessments
12
3.5
Travel Plans
14
APPENDICES
APPENDIX A
Car Parking Guidelines by Land Use
1. Residential: new build, extensions & redevelopments

2. Residential: changes of use to residential
3. Residential: sheltered and other accommodation
4. Offices
5. Shops, retail warehouses and garages
6. Industry and warehousing
7. Places of entertainment and hotels
8. Community establishments
9. Educational establishments
16
16
18
19
20
21
23
25
27
28
APPENDIX B
Map1: Central Area and Area 1, 2 & 3 Boundaries
29
APPENDIX C
Cycle Parking Guidelines
30
APPENDIX D
Parking Layout and Design
32
(i)
(ii)
(iii )
(iv)
(v)
(vi)
(vii)
Car park design

Disabled car parking design
Design of parking for people with young children
Design of operational parking (servicing)
Design of parking for commercial vehicles
Design of cycle parking
Design of parking for powered two wheelers
32
35
35
35
35
35
36
APPENDIX E
Consultation on the Draft SPG
38
APPENDIX F
Representations and Responses
41
APPENDIX G
The Cardiff Unitary Development Plan
53
Approved by Cardiff Council
22 June 2006
1.
INTRODUCTION
1.1
This guidance supplements policies in existing development plans for Cardiff

(identified in paragraphs 2.5 and 2.6) concerning access, circulation and
parking requirements. It applies to all categories of development for which
planning permission is required, including new developments, extensions,
redevelopments and material changes of use. It includes guidance on:
car, cycle, motorcycle and disabled parking provision, layout and
design;
developer contributions;
the use of planning conditions;
transport assessments;
travel plans.
1.2
The guidance will help ensure a transparent and consistent approach to the
provision of parking, developer contributions, travel plans and transport
assessments and, crucially, will inform applicants of the Councils
expectations at an early stage of the development process.
1.3
The guidance has been the subject of consultation as outlined in Appendix E

and Appendix F identifies the main changes made in response to the
comments received. It was approved by Council on 22 June 2006.
1.4
The Welsh Assembly Government supports the use of supplementary

planning guidance (SPG) to set out detailed guidance on the way in which
development plan policies will be applied in particular circumstances or
areas. SPG must be consistent with development plan policies and national
planning policy guidance and may be taken into account as a material
planning consideration in planning decisions.
1.5
The Council placed the Cardiff Unitary Development Plan on deposit in

October 2003. However, following introduction of the European SEA
(Strategic Environmental Assessment) Directive, in May 2005 the Council
resolved, with the agreement of the Welsh Assembly Government, to cease
preparation of the UDP and commence preparation of a Local Development
Plan (LDP). Welsh Assembly Government guidance1 indicates that the
deposited UDP may remain a consideration in development control decisions
until such time as the LDP is adopted. Appendix E indicates references in
the UDP to matters which are the subject of this guidance.
Revisions to Draft Local Development Plans Wales (Welsh Assembly Government October 2005,
paragraph 7.8)
22 June 2006
2.
LEGISLATION, GUIDANCE AND DEVELOPMENT PLAN POLICIES

Legislation and National Guidance
2.1
Planning Policy Wales (March 2002) sets out the Governments planning
policies as they apply in Wales. It includes guidance on car parking provision
(paras 8.4.1 8.4.6), which is viewed as a major influence on the choice of
means of transport and the pattern of development. It outlines that local
authorities should ensure new developments provide lower levels of parking
as minimum parking standards are no longer seen as appropriate. It also
encourages local authorities to collaborate with neighbouring authorities
when considering parking issues in order to establish maximum levels of
parking for broad classes of development, together with a threshold size of
development above which such levels will apply (para 8.4.3.). The
importance of conducting travel assessments is also identified as they can
provide the basis for negotiation on schemes, including the levels of parking
(para 8.7.2.)
2.2
Planning Guidance (Wales) Technical Advice Note 18: Transport [TAN 18]
supplements Planning Policy Wales and provides additional guidance on
achieving a sustainable and integrated transport system.
2.3
TAN 18 emphasises that local authorities should consider the need for
introducing or reviewing parking standards and requirements, and the
parking needs of disabled people. Car parking policies should address the
provision and management of both on-street and off-street parking, and the
standards to be applied to new developments, reflecting the differing needs
of various land uses. Additionally, neighbouring authorities should co-operate
to achieve a more consistent regional approach. Guidance also states that
polices should encourage the implementation of specific measures to
develop safer cycling, including secure cycle parking at interchanges, and at
all major developments.
2.4
TAN 18 also indicates that the extra traffic generated by a proposed

development may produce the need for transport improvements in the
vicinity, and beyond. It states that where improvements are necessary, local
planning authorities may grant planning permission subject to a condition
requiring
that
improvements
are
completed
prior
to
the
commencement/occupation of the development. Furthermore, it says that
developers will be required to pay the cost of any highway improvements
where the need is directly created by their development. Such improvements
may be secured under section 278 of the Highways Act 1980, whilst the use
of planning obligations may be appropriate in some circumstances.
Development Plan Policies
2.5
The following policies relating to access, circulation and parking requirements

are contained within adopted development plans covering the Cardiff County
area.
22 June 2006
South Glamorgan (Cardiff Area) Replacement Structure Plan (Adopted

1997)
MV2 Commuted Payments Contributions will be sought from
developers towards any necessary improvements to the transport
system arising as a result of the proposed development
MV11 Parking New development shall include adequate provision for
car parking according to the adopted parking guidelines. In the city
centre and the core area of Cardiff Bay, which are well served by a
range of public transport, a reduced level of parking is required.
MV13 Equality of Access Measures will be taken to improve safety
and conditions for pedestrians and people with impaired mobility, by
providing access to bus stops, railway stations, and car parks and
removing conflict with traffic, particularly in areas of high pedestrian
activity
City of Cardiff Local Plan (Adopted 1996)
Policy 14 Facilities for Public Transport Services
The design and layout of development proposals will be required to
accommodate necessary facilities for public transport services.
Policy 16 Traffic Calming
The design and layout of development proposals will be required to
incorporate necessary traffic calming or similar traffic management
measures.
Policy 17 Parking and Servicing Facilities Development proposals
will be required to provide parking and servicing facilities in accordance
with the City Councils adopted guidelines.
Policy 18 Provision for Cyclists
Development proposals will be required to make convenient and safe
provision for cyclists, including cycle parking facilities in accordance
with the City Councils adopted guidelines.
Policy 19 Provision for Pedestrians
The design and layout of new development will be required to retain
and/or create a safe and convenient environment for pedestrians.
Policy 20 Provision for Special Needs Groups
Development proposals which may be used or visited by the general
public will be required to make provision for special needs groups
including people with disabilities, parents with young children and
elderly.
22 June 2006
Creigiau and Pentyrch

2.6
The City of Cardiff Local Plan and South Glamorgan Replacement Structure
Plan do not apply to the Creigiau and Pentyrch areas. The Mid Glamorgan
County Structure Plan Approved Plan Incorporating Proposed Alterations
No.1 covers those areas. This plan, approved by the Secretary of State for
Wales in 1989, includes the following policy:
Mid Glamorgan County Structure Plan Approved Plan Incorporating
Proposals for Alteration No.1
T4 It is the Policy of the County Council that except in town centres all
new development, redevelopment or changes of use should include
appropriate operational and non-operational parking provisions
according to the land use, density and location proposed. In town
centres, there will be a presumption against the location of the required
non-operational car parking within the curtilage of new development.
2.7
The appropriate parking guidelines for the whole of the area of the County of
Cardiff are contained within Section 3 and Appendix A of this document.
22 June 2006
3.
GUIDANCE ON POLICY IMPLEMENTATION
3.1
PARKING
a) Parking Guidelines: General Requirements
3.1.1
This SPG sets out parking guidelines for cars, people with disabilities, cycles
and powered two wheelers, together with advice on car parking for people
with young children. The application of parking guidelines forms part of the
Councils integrated transport strategy. They are intended to help reduce
traffic growth, reduce reliance on the car and encourage the use of
alternative means of travel. These objectives are balanced against the need
to limit on-street parking and, in turn, congestion, danger and visual intrusion,
and limit harmful impact on urban regeneration and competitiveness.
3.1.2
The parking guidelines relate to specific uses within the Town and Country
Planning Use Classes Order 1987 but do not cover every possible land use
or type of development. As such, any proposed land use or development not
specifically mentioned will be considered on a site specific basis, on its
individual merits. The absence of parking guidelines for a specific use
does not mean that no parking provision will be required.
3.1.3
The parking guidelines apply to all categories of development for which

planning permission is required, including new developments, extensions,
redevelopments and material changes of use.
3.1.4
It is recognised that there may be situations where it may be justifiable

to apply the parking guidelines for cars, people with disabilities, cycles
and powered two wheelers in a flexible way, taking the merits and
circumstances of each planning application into consideration. The
following factors will be taken into account as part of the assessment of, and
negotiations over, parking provision on any particular scheme. The list is not
in a hierarchical order:
(i)
the nature and type of development, and information relating to
its future occupation, use or management (e.g. if a scheme is for
affordable housing in an area of low car ownership or contains a
higher proportion of disabled people;)
(ii)
location;
(iii)
accessibility to and the availability of on-street and public offstreet parking;
(iv)
accessibility to and availability of high frequency public transport;
(v)
accessibility to the site by walking and cycling;
(vi)
impact on highway and pedestrian safety;
(vii) impact on amenity;
(viii) impact on crime and disorder;
(ix)
the degree of mixed/dual uses, and
(x)
whether the development will involve the shared use of parking.
22 June 2006
3.1.5
It should be noted, however, that parking provision that exceeds the

guidelines specified in this SPG will only be permitted where an applicant has
demonstrated, to the Councils satisfaction that:
(i)
a lower level of parking is not achievable through the
implementation of measures to minimise the need for parking
and car travel, and
(ii)
effective measures are being undertaken to minimise the need
for parking.
3.1.6
Where the specific use or nature of development or its occupation or

management is a factor in applying the guidelines flexibly, the Council may
impose conditions to limit permitted development rights or to control
management and occupancy.
3.1.7
For mixed use developments, the guidelines relating to each use should be
used to calculate the overall total parking level.
3.1.8
Where parking levels above the maximum are considered acceptable on

grounds that the development will involve shared parking, the Council will
seek to secure this through the imposition of a planning condition or the use
of a planning obligation.
3.1.9
Changes of use will be subject to the same guidelines as new development.

Reduced numbers of spaces will be sought where the proposed use is
demonstrably less traffic intensive than the previously approved use.
3.1.10 In all instances, developers will be required to demonstrate, to the Councils

satisfaction, that the proposal will work in transport terms. It should not be
assumed that where a proposal accords with the parking standard that it is
automatically acceptable.
3.1.11 For the avoidance of doubt, parking guidelines that relate to floor areas are
GROSS floor areas, unless stated otherwise.
b) Car Parking Guidelines
3.1.12 The car parking guidelines set out in Appendix A are based on the Parking
Guidelines of the Standing Conference on Regional Planning in South Wales
(Revised Edition 1993), as amended in the City of Cardiff Local Plan
(adopted January 1996) and, subsequently, by the Addendum to the South
Wales Parking Guidelines 1993 (September 2001). Whilst the guidelines
have been amended to reflect local circumstances, the regional approach
remains, reflecting Planning Policy Wales (March 2002) advice on the need
to consider parking issues on a joint basis with neighbouring authorities
(paragraph 8.4.3).
3.1.13 Residential parking guidelines include space required for residents and
visitors. Guidelines for non-residential development comprise operational
and non-operational parking guidelines.
22 June 2006
(i)
(ii)
Operational parking guidelines set out the parking space

required for servicing a development. They provide sufficient
space to allow the maximum number and size of vehicles likely
to serve the development at any one time, and to load/unload
and manoeuvre with ease without inconvenience to vehicles and
pedestrians on the public highway or to other users of the site.
Space for staff cars which, by the nature of the business, is
required for day-to-day operation, may also be included.
Non-operational parking guidelines set out the parking space not
necessarily used for the operation of the business, and includes
employee and visitor/shopper parking.
3.1.14 Different guidelines are applied to the central area of Cardiff, shown on Map
1, attached as Appendix B. The central area is subdivided into 3 sub-areas
within which different office, industry and warehousing guidelines apply.
These sub-areas comprise the City Centre Core Area (Area 1), the Bridge
Area (Area 2) and the Waterfront Core Area (Area 3).
These areas are
based on boundaries defined within the City of Cardiff Local Plan (adopted
January 1996), amended to reflect the impact of Central Station and the Bus
Station on public transport accessibility levels, and regeneration within the
Bay area.
3.1.15 The non-operational parking guidelines for non-residential developments, set
out in Appendix A, constitute maximum parking provision, in line with
Planning Policy Wales (March 2002) and the Addendum to the South Wales
Parking Guidelines 1993 (September 2001).
3.1.16 Where residential parking guidelines are set out as ranges, the top of the
range constitutes a maximum standard and the bottom, a minimum
standard. As noted above in paragraph 3.1.4, there may be situations where
it may be justifiable to apply the parking guidelines flexibly, taking the merits
and circumstances of each planning application into account.
3.1.17 The operational parking guidelines set out in this guidance do not constitute
maximum or minimum provision, but rather the required level of parking
provision. This reflects the position set out in the Addendum to South Wales
Parking Guidelines 1993 (September 2001).
3.1.18 It should be noted that only operational parking guidelines are applied in the
central area, as non-operational parking will be provided in public car parks
or in limited waiting on-street areas.
c) Parking Guidelines for People with Disabilities

3.1.19 Guidelines on the number of designated parking bays for people with
disabilities are set out within Appendix A. These are based on guidelines
contained within the Parking Guidelines of the Standing Conference on
Regional Planning in South Wales (Revised Edition 1993) and the
22 June 2006
Department of Transport Traffic Advice Leaflet 5/95 Parking for Disabled

People.
3.1.20 The parking guidelines for people with disabilities represent minimum
provision and should be provided in addition to the operational and nonoperational car parking provision. Where a reduced number of car parking
spaces below the maximum level are provided, the level of car parking
provision for disabled people should be maintained in the same proportion as
if the overall number of spaces was up to the maximum level. At certain
locations, and where the proportion of disabled people is known to be higher,
the ratio of parking for the disabled may need to be increased.
3.1.21 The needs of disabled people will also need to be considered in the provision
of operational parking.
3.1.22 The needs of disabled people (including designated spaces) will also need to
be considered in developments which are proposing no off street car parking.
3.1.23 Planning applications should be accompanied by an access statement.
Guidance on access in the planning system (Planning and Access for
Disabled People A Good Practice Guide published by ODPM and BS
8300: 2002 Design of buildings and their approaches to meet the needs of
disabled people - Code of Practice) recommends provision of an access
statement to identify the philosophy and approach to inclusive design
adopted, the key issues of the particular scheme, and the sources of advice
and guidance used. An additional benefit of providing an Access Statement is
that it should set out, at the time of the planning application, most of the
information needed by a building control body, thus assisting the dialogue
between the applicants and building control. In addition to the adequate
provision of specifically designed and located parking bays provision should
also be made for suitable and conveniently located ticket dispensing
machines and vehicular control barriers. Further guidance on access
statements and the requirements relating to access and use of buildings,
under Part M of the building regulations, can be obtained from
buildingcontrol@cardiff.gov.uk
d) Car Parking for People with Young Children
3.1.24 In shops and buildings to which the public have access and in public car
parks, spaces should be reserved for people needing to transfer young
children to and from the car. Spaces should be provided as part of nonoperational parking provision.
e) Cycle Parking Guidelines
3.1.25 Cycle parking guidelines for different types of development are set out within
Appendix C. These represent minimum provision which must be provided in
addition to other vehicle parking. However, the Council would encourage
greater provision.
22 June 2006
3.1.26 In most instances, a distinction is made between Long Stay and Short Stay
cycle parking. Short stay cycle parking provide for the needs of visitors or
customers to a building for up to 5 hours, whilst long stay parking provides for
the needs of employees and commuters for longer periods, for example, over
5 hours.
3.1.27 Where it is not possible to provide cycle parking within the site itself, the
developer will be expected to make a payment equivalent to the cost, as
specified by the Council, of purchasing and installing the required cycle
stands. The Council will then pool funds from various developments within a
locality to provide cycle parking in the vicinity.
3.1.28 The importance of other cycling facilities such as changing rooms, showers
and lockers cannot be underestimated in encouraging more cyclists. Such
facilities will be sought in appropriate circumstances where long stay cycle
parking is required.
f) Parking Guidelines for Powered Two Wheelers
3.1.29 Significant savings in the number of car parking spaces available will be
possible if separate provision is made for motorcycles, as single motorcycles
parked in car spaces is not an efficient use of space. Developers will be
expected to provide secure parking for powered two wheelers in all nonresidential developments equal to a minimum of 1% and a maximum of 5% of
the number of car parking spaces provided. Parking for powered two
wheelers is required in addition to car and cycle parking provision. For the
avoidance of doubt, the guidelines for powered two wheelers apply to all nonresidential developments, including multi storey and other car parks.
g) Parking Layout and Design
3.1.30 Please refer to Appendix D for detailed guidance on parking layout and
design. For guidance on access for refuse collection vehicles and refuse
collectors please refer to the Councils Supplementary Planning Guidance on
Waste Collection and Storage Facilities.
3.1.31 The Council is committed to fulfilling its responsibilities under Section 17 of
the Crime and Disorder Act 1998, which states that all relevant authorities
have a duty to consider the impact of all their functions and decisions on
crime and disorder in their local area. This obligation will be achieved, in
part, by providing guidance which will help ensure that crime and the
perception of crime in the local context has been a material consideration in
the design and layout of parking.
3.1.32 Cardiff County Council endorses both the Secured by Design (SBD) and
Park Mark Safer Parking award schemes. The schemes offer a uniform
approach to creating safer environments by providing high standards of
security and good design. They are supported by the Association of Chief
Police Officers (ACPO) and the Home Office Crime Reduction Unit.
Developers are encouraged to apply for the award, and should seek early
10
22 June 2006
advice
from
South
Wales
(www.securedbydesign.com).
Police,
or
visit
the
website
3.2
DEVELOPER CONTRIBUTIONS
3.2.1
In line with paragraph 8.7.5 of Planning Policy Wales (March 2002) and
Policy MV2 (Commuted Payments) of the South Glamorgan Replacement
Structure Plan, particular emphasis will be given to securing contributions
towards off-site improvements in public transport, walking and cycling, where
such measures, either on their own or as part of a package of measures,
would be likely to improve the sites accessibility and influence travel patterns
to the site. Examples might include pedestrian improvements which make it
easier and safer to walk to the site from other developments or public
transport, or improvements to a cycle route or bus service which goes near to
the site.
3.2.2
Planning obligations will normally be negotiated under Section 106 of the

Town and Country Planning Act 1990. Agreements can also be entered to
under Section 278 of the Highways Act 1980. These prescribe the highway
improvements needed as a result of proposed developments. Parking
studies, Traffic Regulation Orders and off-site traffic management measures
are normally secured via Section 106 agreements.
3.2.3
Planning obligations will be negotiated on an individual basis, taking into

account the particular circumstances of each proposal and Government
guidelines set out in Welsh Office Circular 13/97 Planning Obligations. In
line with the tests set out in Circular 13/97, planning obligations will be sought
where they are: (i) necessary, (ii) relevant to planning, (iii) directly related to
the proposed development, (iv) fairly and reasonably related in scale and
kind to the proposed development, and (v) reasonable in all other respects.
Contributions secured under this approach may be pooled in order to fund
specific enhancements, such as park and ride, and new or improved public
transport and inter-modal facilities, where such facilities would be directly
related to individual development proposals.
3.2.4
If there is a choice between entering into a planning obligation and imposing

a planning condition, it is preferable to impose a condition. Conditions are
more transparent, offer greater flexibility in the light of changing
circumstances and offer the developer the right of appeal to the Assembly
against conditions considered to be onerous.
3.3
PLANNING CONDITIONS
3.3.1
Planning conditions may be imposed on the grant of planning permission to

secure on-site transport measures and facilities as part of the proposed
development, in line with paragraph 8.7.5 of Planning Policy Wales (March
2002) and government guidelines set out in Welsh Office Circular 35/95 The
Use of Conditions in Planning Permission.
11
22 June 2006
3.3.2
In relation to access, circulation and parking, conditions may be used:

(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
to specify the number of parking spaces and their size;

to control the management and use of parking spaces, so that,
for example, priority is given to certain categories of people, e.g.
disabled people and people with young children;
to secure the removal of parking spaces after a specified period,
or when access to the site is improved by public transport,
walking and cycling;
to control the design of delivery areas and specifications for lorry
parking and turning spaces;
to secure the provision of secure cycle parking and changing
facilities and safe pedestrian and cycle routes;
to secure the provision of facilities for public transport, such as
bus stops, shelters, boarders and build-outs, real-time
information units and anti-crime cameras;
to require the preparation of a Travel Plan or require aspects of a
travel plan to be implemented;
to restrict permitted development rights, in exceptional
circumstances, where an otherwise permitted change of use
could cause a material deterioration in local traffic conditions.
3.3.3
Conditions attached to a planning permission will be enforceable against any

developer who implements that permission and any subsequent occupiers of
the property.
3.3.4
The provision of facilities for public transport (para. 3.3.2.vi) and a

requirement to prepare a Travel Plan (para.3.3.2.vii) can also be secured
through planning obligations. However, if there is a choice between imposing
a planning condition and entering into a planning obligation, it is preferable to
impose a condition because it enables a developer to appeal to the National
Assembly for Wales. All conditions must satisfy the policy tests of Welsh
Office Circular 35/95 The Use of Conditions in Planning Permission.
3.4
TRANSPORT ASSESSMENTS
3.4.1
Transport Assessments should be prepared and submitted alongside the

relevant planning applications for any development that will have significant
transport implications. A Transport Assessment is a comprehensive and
consistent review of all the potential transport impacts of a proposed
development or redevelopment, with an agreed plan to reduce any adverse
consequences. Covering access by all modes, their purpose is to provide
information to enable decision-makers to understand how the proposed
development is likely to function in transport terms.
3.4.2
Planning Policy Wales (March 2002) advises that Transport Assessments

should be conducted for major developments to appraise demand and impact
(paragraph 8.7.2). In the absence of any detailed guidance on the type and
12
22 June 2006
scale of development for which Transport Assessments should be provided,

the following thresholds are provided as a guide:
(i)
(ii)
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
food and non-food retail developments of more than 1000 m2;

cinemas, other leisure uses and conference centres of more
than 1000 m2;
residential development of more than 100 units;
B1 development of more than 2500 m2;
B2 industrial development in excess of 5000 m2;
B8 warehousing in excess of 10,000 m2;
hospital and higher/ further education developments in excess of
2500 m2;
stadia in excess of 1500 seats;
other travel intensive developments where one or more of the
following apply:
100 2-way trips in the peak hour;
more than 100 on-site parking spaces;
traffic to and from the development exceeds 10% of the twoway flow on the adjoining highway;
traffic flow to and from the development exceeds 5% of the
two-way flow on the adjoining highway where congestion
exists or will exist within the assessment period.
3.4.3
The thresholds reflect advice contained in the Addendum to South Wales

Parking Guidelines 1993 (September 2001), which are, in turn, based on
Revised Draft PPG 13 (October 1999) and the Institution of Highways and
Transportation Guidelines for Traffic Impact Assessment. These thresholds
are provided as a guide only. It is recognised that there may be situations
where it may be justifiable to apply the thresholds in a flexible way, taking the
merits and circumstances of each planning application into consideration.
The specific circumstances of the case may require a Transport Assessment
to be prepared for developments falling below the above thresholds.
3.4.4
For the avoidance of doubt, the above thresholds apply to new development,
extensions, redevelopments and material changes of use. The traffic
thresholds should normally be applied to peak hours, but other periods may
also need to be assessed and these should be identified in the scoping study
for the Travel Assessment.
3.4.5
The coverage and detail of the Transport Assessment should reflect the
scale of development and the extent of the transport implications of the
proposal. Developers should hold early discussions with the Council in order
to clarify whether a Transport Assessment is necessary and, if so, to scope
its requirements. No two Transport Assessments are likely to be exactly the
same; what is appropriate for one development will not necessarily be
satisfactory for another.
13
22 June 2006
3.5
TRAVEL PLANS
3.5.1
Travel Plans will be required as a condition of planning consent for

developments that are likely to have significant transport implications. As a
guide, travel plans should be developed for the following developments:
(i)
food and non-food retail developments of more than 1000 m2;
(ii)
cinemas, other leisure uses and conference centres of more
than 1000 m2;
(iii)
residential development of more than 100 units;
(iv)
B1 development of more than 2500 m2;
(v)
B2 industrial development in excess of 5000 m2;
(vi)
B8 warehousing in excess of 10,000 m2;
(vii) higher/ further education and hospital developments in excess of
2500 m2;
(viii) stadia in excess of 1500 seats;
(ix)
smaller developments which would generate significant amounts
of travel in, or near to, air quality management areas and in other
locations where there are local initiatives or targets for the
reduction of road traffic, or the promotion of public transport,
walking and cycling;
(x)
developments where a Travel Plan would help address a
particular local traffic problem associated with a planning
application, which might otherwise have to be refused on local
traffic grounds, for example, where overspill parking might occur
from developments with low or nil off-street parking provision;
(xi)
new and expanded school facilities which should be
accompanied by a School Travel Plan which promotes safe
cycle and walking routes, restricts parking and car access at and
around schools, and includes on-site changing and cycle storage
facilities.
3.5.2
These thresholds reflect advice contained in the Addendum to South Wales

Parking Guidelines 1993 (September 2001) and PPG 13 (March 2001) and
are provided as a guide only. It is recognised that there may be situations
where it may be justifiable to apply the thresholds in a flexible way, taking the
merits and circumstances of each planning application into consideration.
Developers should hold early discussions with the Council in order to clarify
whether a Travel Plan is necessary and, if so, to scope its requirements.
3.5.3
Advice on the format of Travel Plans has been issued by:

(i)
the Energy Savings Trust on 0845 6021425 within Travel Plan
Resources Pack for Employers;
(ii)
Department for Transport website www.dft.gov.uk within Using
the planning process to secure travel plans: best practice
guidance for local authorities, developers and occupiers (July
2002).
14
22 June 2006
3.5.4
Employers providing long stay cycle parking should also consider

encouraging staff to start a cycle user group, providing a cycle mileage
allowance for business trips and providing office pool bikes.
15
22 June 2006
APPENDIX A: CAR PARKING GUIDELINES BY LAND USE

1. PARKING GUIDELINES FOR RESIDENTIAL: NEW BUILD, EXTENSIONS &
REDEVELOPMENTS
Type of
Development
Houses & Flats
1 bedroom
Area
Residents
Visitors (See note 15)
Non-Central Area
0.5 - 1 space per unit
Up to 1 space per 3 5 units

2 & 3 bedroom
Non-Central Area
1 - 2 spaces per unit
4 + bedroom
Non-Central Area
2- 3 spaces per unit
Non-Central Area
Non-Central Area
Central Area
(Areas 1,2,3)
Central Area
(Areas 1,2,3)
0 spaces
0 spaces
Up to 1 space per unit
Elderly persons
houses and flats (not
wardened)
Purpose- built Student
housing (see note 3)
Residential*
(see note 4)
* All residential, except purpose-built student housing, changes of use to residential and
sheltered accommodation.
Notes on Car Parking Guidelines relating to Residential: New Build, Extensions &
Redevelopments
1. The level of parking required for a particular development will be dependent upon the
dwelling sizes and types, the general layout and the form of parking provision proposed,
e.g. unallocated grouped parking or allocated/curtilage parking and grouped hardstanding
or garage courts.
2. For certain developments (e.g. affordable housing) where clear evidence of low car
ownership levels has been submitted, a flexible approach to parking guidelines may be
applied, taking the merits of each individual application into consideration. The on-site
parking requirement for affordable housing may be reduced to one-third of the general
standard of provision to reflect the significantly lower level of car ownership generally
associated with such development.
3. No non-operational parking is to be provided for students in purpose built student
accommodation. However, a minimum of 1 space per 25 beds should be provided for
operational parking, to comprise of parking for wardens, maintenance vehicles and the
picking up and setting down of students. Appropriate provision should also be provided
for use by the disabled. Students will be expected to sign a lease agreement prohibiting
car ownership in order to prevent on-street parking in residential areas in the vicinity of
the student accommodation. On street parking by students can also be controlled
through use of residents parking permits and through decriminalized parking enforcement
currently being investigated by the Council (April 2006). Financial contributions to cover
parking studies, traffic management measures, and Traffic Regulation Orders in
accordance with Section 3.2 will normally be required. Also a Travel Plan will normally
be required reaffirming the no car rule, and providing information to each student
resident about public transport, walking and cycling routes in Cardiff, as well as dealing
with the access arrangements at the beginning and end of each term/period of
occupancy.
4. Consideration could be given to a reduction of the off-street parking requirement in
central areas where a residents parking permit system exists.
16
22 June 2006
Notes on Car Parking Design relating to Residential: New Build, Extensions &
Redevelopments
5. Garages should be provided as the most secure option, where possible. They should be
located alongside the dwelling so as not to obstruct natural surveillance and should be
overlooked by a window. However, they should not act as scaling aids which provide
access to properties.
6. Where garages cannot be accommodated, in curtilage parking which maximises
available surveillance is preferred.
7. Communal parking needs to be designed with care in order to minimise opportunities for
crime. Parking spaces should be close to and overlooked by the owners dwelling, and
be both designed for and restricted to that group of dwellings. Spaces should be located
within a defined perimeter which is capable of preventing the easy removal of a vehicle,
deters casual access and does not impede surveillance. Depending on the local crime
context, designated parking secured by a lockable bollard, or secured behind lockable
gates may be required. Specific advice should be sought from the Police on this issue.
Lighting should achieve high levels of uniformity, using whiter light to provide maximum
colour recognition. Open featureless spaces should be avoided. Rear boundaries means
of enclosure should be of minimal height of 1.8m made of a material and/or designed to
offer maximum surveillance.
8. Residential parking spaces should be clearly defined and located where they can be
overlooked by the owner. Conflict between neighbours can occur where spaces
encroach in front of a neighbouring house.
9. Remote garage blocks should be avoided.
10. Parking courts should include sheltered secure parking facilities for bicycles and
motorbikes/ mopeds.
11. Resident parking spaces should be more convenient to use than parking on the
carriageway and should generally be within 10m of the dwelling entrance they serve.
12. Satisfactory pedestrian access must be provided between the dwelling units and the
parking spaces.
13. Garages should generally have a minimum driveway length of 5.5m (for use when the
vehicle is not garaged) and a width of not less than 3.2m. Where garages open directly
onto the highway, roller shutter doors are required in the interests of safety for
pedestrians and other highway users.
14. Visitor parking spaces should be designed as an integral part of the development in
conveniently located places, including on plot spaces, off highway places and where
convenient and safety allows- on highway kerbside parking where carriageway widths are
5.5 m or more.
Disabled Parking
15. The needs of disabled people should be taken into account in the design and location of
parking.
17
22 June 2006
2. PARKING GUIDELINES FOR RESIDENTIAL: CHANGES OF USE TO

RESIDENTIAL (Appendix A cont.)
Type of
Development
Changes of use to
self- contained flats
1 bedroom
2 & 3 bedroom
4 + bedroom
Changes of use to
self-contained flats
Changes of use to
bedsits/ units with
shared facilities (incl.
hostels)
Area
Residents
Visitors
Non-Central Area
Non-Central Area
Non-Central Area
Central area
(Areas 1,2,3)
Non-Central Area

1 - 2 spaces per unit
2- 3 spaces per unit
Central Area
(Areas 1,2,3)
Up to 1 space per 3 5 units (see note 2)

Notes on Car Parking Guidelines relating to changes of use to residential

developments
1. For certain developments (e.g. hostels) where clear evidence of low car ownership levels
has been submitted, a flexible approach to parking guidelines may be applied, taking the
merits of each individual application into consideration. The on-site parking requirement
for conversion to affordable housing may be reduced to one-third of the general standard
of provision to reflect the significantly lower level of car ownership generally associated
with such development.
2. If the change of use is for more than six units, visitor parking should be provided on site.
Visitor parking for developments of six units or less is only required if space is available.
3. Parking for visitors is normally required within the curtilage, adjacent to the property or in
communal lay-bys. However, where the parking requirements can not be met on site,
due regard will be given to the merits of the conversion compared to the resultant
overspill parking on-street.
4. Communal parking courts should be avoided where possible. If unavoidable the parking
spaces should be close to and overlooked by the owners properties or active rooms in
neighbouring buildings. The court should accommodate not more than 8 spaces.
Depending on the local crime context, designated parking secured by a lockable bollard,
or secured behind lockable gates may be required. Specific advice should be sought
from the Police on this issue. Larger numbers should be located within a defined
perimeter of visually permeable fencing, with restricted and secured access. The space
should be in small groups within a broken layout. Parking courts should include sheltered
secure parking facilities for bicycles and motorbikes/ mopeds.
5. Remote garage blocks should be avoided.
6. The change of use of single dwelling units to multiple occupation for more than 6
residents (Houses in Multiple Occupation) will be considered on their merits.
Notes on Car Parking Design relating to changes of use to residential developments
7. Satisfactory pedestrian access must be provided between the dwelling units and the
parking areas.
Disabled Parking
parking.
18
22 June 2006
3. PARKING GUIDELINES FOR RESIDENTIAL: SHELTERED AND OTHER

ACCOMMODATION (Appendix A cont.)
Type of
Development
Self-contained old
peoples dwellings
(See Notes 1 & 4)
Area
Residents
Visitors
Non-Central Area
1 space per 2 - 4 units

plus 1 space for each
resident warden/staff
Up to 1 space per 2 4 units plus up to 1
space for each
resident warden/staff
1 space per resident
staff (see Note 2)
Up to 1 space per 4
units
Up to 1 space per
resident staff
Up to 1 space per 4
units
Central Area
Homes for elderly,

children etc and
Nursing Homes
Non-Central Area
Central Area
Up to 1 space per 4
units
Up to 1 space per 4
units
Notes on Car Parking Guidelines relating to Residential: Sheltered and other

accommodation
1. A range in the parking guidelines allows for the differing parking requirements of
developments depending on the specific type of development proposed and its location.
For instance, a private development with units for sale in a suburban/ rural location would
require more parking space than an inner city public development for rent.
2. 1 space should also be provided for each 3 non-residential staff, with a minimum of 1
space on site.
3. Where a higher level of visitors is likely, consideration may be given to requiring a higher
ratio of visitors to beds.
Notes on Car Parking Design relating to Residential: Sheltered and other
accommodation
4. Sufficient operational space should be provided close to the building entrance to enable
ambulance access and egress in a forward gear.
5. The overall impact of crime in the local context must be taken into consideration and
measures included to reflect the risk.
Disabled Parking
parking.
19
22 June 2006
4. PARKING GUIDELINES FOR OFFICES (incl. Class B1 Business, Class A2

Financial and Professional Services and call centres) (Appendix A cont.)
Type of
Development
New offices in central
area
New offices in noncentral area (up to

1000 m2)
New offices in noncentral area (over
1000 m2)
Redevelopment or
extensions (see note
1)
Conversions (see note
2 and 3)
Area
Included in nonoperational standard.
Non-operational
requirements
Maximum of 1 space
per 280 m2 (See note
4)
Maximum of 1 space
4)
Maximum of 1 space
per 70 m2 (See note 4)
Maximum of 1 space
per 35 m2
Non-Central Area
Maximum of 1 space
per 40 m2
Central Area and

Non-Central Area
As per the standard

for new offices
Central Area and

Non-Central Area
As per the standard

for new offices
Central Area: City

Centre Core Area
(area 1)
Central Area:
Bridge Area (area
2)
Central Area:
Waterfront Core
Area (area 3)
Non-Central Area
Operational
Requirements
Notes on Car Parking Guidelines relating to Offices

1. For premises up to a maximum of 200 m2 gross floor space an increase of 20% will be
permitted without the need for additional parking. This allowance can only be made
once, and any parking displaced must be relocated.
2. For conversions of up to 100 m2, parking will be required up to the maximum capacity of
the site.
3. Consideration may be given to a relaxation of the office parking requirement in shopping
areas for the change of use at the ground floor of premises from Class A1 (Shops) to
Class A2 (Financial and Professional Services).
4. Additional non-operational parking is available in public car parks.
Notes on Car Parking Design relating to Offices
Disabled Parking
6. Parking bays designated for disabled people should be provided as follows:
In car parks of up to 200 car spaces, individual bays for each disabled employee plus
2 bays or 5% of total car park capacity, whichever is greater;
In car parks of over 200 spaces, 2% of total capacity plus 6 bays.
20
22 June 2006
5. PARKING GUIDELINES FOR SHOPS, RETAIL WAREHOUSES AND

GARAGES (Appendix A cont.)
Type of
Development
Shops & retail
warehousing
Area
Shops (up to 200 m2)
Non-Central Area
Shops (201 1000

m2)
Non-Central Area
Supermarkets and
superstorespredominantly food
(over 1000 m2)
Retail warehousingnon food (over 1000
m2)
Cash and Carry
Warehousing (Trade
Only)
Non-Central Area
Central Area
(Areas 1,2,3)
Non- Central Area
Non- Central Area
Operational
Requirements
Included in nonoperational standard
Space for 1
commercial vehicle to
unload &manoeuvre
Space for 2
commercial vehicles
to unload &
manoeuvre
Space for a minimum
of 3 commercial
vehicles
Space for a minimum
of 3 commercial
vehicles (See note 3)
Operational
requirements the
same as shop of
similar size
1 space per stall pitch
Open Air Markets
Non-Central Area
Extensions or
conversions (See note
5)
Garages and Service
Stations (See notes 6
& 7)
Central Area
(Areas 1,2,3) and
Non- Central Area
Non-Central Area
As per standard for

new shops
Car Sales Premises

(See notes 8)
Non-Central Area
Driving Schools,
Private Hire and
Vehicle Hire Taxis
(Licensed)
Non-Central Area
Minimum of 1 car
transporter to unload
and manoeuvre
1 space per vehicle
operated
One car/lorry space

for each car/lorry bay
21
Non-operational
requirements
Maximum of 1 space
2)
Maximum of 1 space
per 60 m2
(employees)
Maximum of 1 space
per 40 m2 (employees
& shoppers)
Maximum of 1 space
& shoppers)
Maximum of 1 space
and shoppers)
Maximum of 1 space
per 50 m2
Maximum of 1 space
per 30 m2 of gross
stall pitch area
including pedestrian
circulation area (See
note 4)
As per standard for
new shops
2 car/lorry spaces for
each service bay. Plus
a minimum of 5
waiting spaces where
an automatic car wash
is installed.
Maximum of 1 space
and shoppers)
Maximum of 0 spaces
22 June 2006
Notes on car parking guidelines relating to Shops, Retail Warehouses and Garages
1. The non-operational standard assumes a net gross floorspace ratio of 75:25. Variation
may be applied at the discretion of the Local Authority when a different ratio is used.
2. Additional non-operational parking will be provided in public car parks or in limited waiting
on street areas.
3. The range of trip generation and parking demand at retail warehousing varies to a
considerable extent. The parking requirements of the most common types of store can
be classified in broad bands.
Highest requirement
DIY stores
Mid-range requirementsElectrical/gas appliance, flat pack furniture stores
Lowest requirement
Assembled furniture/ carpet stores, household and
leisure goods stores
Although retail parks may have shared parking, such developments will still require
similar levels of parking to single stores, because of the longer duration of parking.
4. Where existing premises are used for the establishment of a stall type market, the
applicant shall identify a location for the provision of visitor parking.
5. For premises up to a maximum of 200 m2 gross floor space, an increase of 20% will be
permitted without the need for additional parking. This allowance can only be made
once, and any parking displaced must be relocated.
6. The non-operational standard includes employees parking.
7. Relaxation may be given to the parking requirements at fast service centres e.g. tyres,
exhausts, MOT etc.
8. Where car sales premises include external display areas, additional parking space will be
required.
Notes on Car Parking Design relating to Shops, Retail Warehouses and Garages
10. Lighting should be uniform without creating shadows or pools of darkness. Lamps which
have a high colour rendering index and provide a natural appearance should be used in
preference to monochromatic lights. Lighting should conform to BS 5489 (part 1) and BS
EN 13201 (2003): part 2.
Disabled Parking
In car parks of up to 200 car spaces, individual bays for each employee who is a
disabled motorist plus 6% of total car park capacity or 3 bays, which ever is greater;
In car parks of over 200 spaces, a minimum of one space for each employee who is a
disabled motorist plus 4% of total car park capacity plus 4 bays.
22
22 June 2006
6. PARKING GUIDELINES FOR INDUSTRY AND WAREHOUSING (Appendix A

cont.)
Type of
Development
Area
Industry (premises up
to 1000 m2) (see note
3)
Non-Central Area
Central Areaareas 2 & 3 only
Industry (premises
over 1000 m2) (see
note 4)
Non-Central Area
Small industrial units

up to 100 m2
Non-Central Area
Non-Central Area
Small industrial units

over 100 m2 and up to
200 m2
Industry of a highly
technical nature
Industry
Wholesale
Warehousing
premises up to 1000
m2
(see note 5)
Wholesale
Warehousing
premises over 1000
m2
(see note 5)
Warehouses
Non-Central Area
Central AreaArea 1 only
Non-Central Area
Non-Central Area
Central Areaarea 1
Operational
Requirements (see
notes 1 & 7)
Minimum
Gross
Space
Floor
(m2)
Space
2
(m )
100
70
250
85
500
100
1000
150
1001
150
2000
200
2000
10% of
GFA
Forecourt Servicing
Non-operational
requirements (see
note 2)
Maximum of 1 space
per 1000 m2
Gross
Minimum
Floor
Space
Space
(m2)
100
70
250
85
500
100
1000
150
0 spaces - See note 6
1001
2000
above
2000
Maximum of 1 space
per140 m2
Maximum of 1 space
per 60 m2
Maximum of 1 space
per 120 m2
Maximum of 1 van
space adjacent plus 1
car space communally
Forecourt Servicing
Maximum of 1 van
space adjacent plus 2
car spaces
communally
To be decided individually. Requirement likely
to lie between that for offices and industry.
150
200
10% of
GFA
1 space per 1000 m2
Maximum of 1 space
per 100 m2
0 spaces- See note 6
Notes on Car Parking Guidelines relating to Industry and Warehousing

1. Relaxation permitted for operational space when special servicing arrangements are
made.
2. Visitor parking is included in non-operational parking.
3. For premises up to a maximum of 200 m2 gross floor space, an increase of 20% will be
permitted without the need for additional parking. This allowance can only be made once
and any parking displaced must be relocated.
23
22 June 2006
4. For premises over 1000 m2, the non-operational standard for the first 1000 m2 is identical
to that applied to industry with premises up to 1000 m2. For floorspace above 1000 m2,
the standard specified for premises over 1000 m2 should be applied.
5. If the premises are to be used as a distribution depot, the non-operational parking should
be increased to:
For premises up to 1000 m2, a maximum of 1 space per 60 m2
For premises over 1000 m2, a maximum of 1 space per 80 100 m2.
6. Non-operational parking will be provided in public car parks or in limited waiting on street
areas.
Notes on Car Parking Design relating to Industry and Warehousing
7. Vehicles should be able to enter and leave the site in forward gear.
EN 13201 (2003): part 2.
Disabled Parking
disabled motorist plus 2 bays or 5% of total car park capacity, whichever is greater;
In car parks of over 200 spaces, 2% of total capacity plus 6 bays.
24
22 June 2006
7. PLACES OF ENTERTAINMENT AND HOTELS (Appendix A cont.)

Type of Development
Area
Operational
Requirements
Minimum of 1
commercial vehicle bay
Non-operational
requirements
See Note 1
Places of entertainment
and hotels
(see note 1)
Assembly halls
(commercial) e.g. bingo
halls
Assembly Halls (social)
e.g. unlicensed clubs,
community centres
Cinemas and
conference facilities
(see note 2)
Stadia (see note 2)
Central Area
(Areas 1,2,3)
Non-Central Area
Minimum of 1
Maximum of 1 space
per 8 m2
Non-Central Area
Minimum of 1
Maximum of 1 space
per 10 m2
Non-Central Area
Minimum of 1
Maximum of 1 space
per 5 seats
Non-Central Area
Minimum of 1
Minimum of 1
Maximum of 1 space
per 15 seats
Maximum of 1 space
per guest bedroom, 1
space per staff
bedroom, plus 1 space
per 3 non-resident
staff.
Maximum of 1 space
for 5 m2 of bar floor
areas including
servery, plus maximum
of 1 space per 3 nonresident staff.
Maximum of 1 space
per 5 m2 of public area
plus maximum of 1
space per 3 nonresident staff.
Maximum of 1 space
per 7 m2 of dining area
plus staff parking at
maximum of 1 space
per 3 non-resident staff
Maximum of 1 space
per 14 m2 of dining
area plus staff parking
at maximum of 1 space
Maximum of 1 space
per 14 m2 of dining
area plus staff parking
at maximum of 1 space
Hotels (see note 3)
Non-Central Area
Public Houses (see

notes 4)
Non-Central Area
Minimum of 1
Licensed clubs
Non-Central Area
Minimum of 1
Restaurants
Non-Central Area
Minimum of 1
Cafes (see note 5)
Non-Central Area
Minimum of 1
Drive Through
Restaurants (see note
6)
Non-Central Area
Minimum of 1
Notes on Car Parking Guidelines relating to Entertainment and Hotels

1. Adequate facilities should be made for dropping off and picking up guests within the
curtilage of the site. Non-operational parking will be provided in public car parks or in
limited waiting on streets.
2. Sufficient coach parking should be provided to the Councils satisfaction and treated
separately from car parking.
25
22 June 2006
3. Facilities for non-residents should be assessed by applying the appropriate category. An

allowance should be applied where facilities are to be shared.
4. The parking requirement will be relaxed for public houses built before 1914 to permit
redevelopment or extension up to a 20% increase in gross floor area without extra
parking being required.
5. The off-street parking for take-away premises should be related to staff requirements.
6. Restaurants including drive through facilities for ordering and collecting food by car must
have an integral segregated access for this purpose and be provided with a minimum of 6
waiting spaces.
Notes on Car Parking Design relating to Entertainment and Hotels
EN 13201 (2003): part 2.
Disabled Parking
disabled motorist plus 6% of total capacity or a minimum of 3 spaces, which ever is
greater;
In car parks of over 200 spaces, 4% of capacity plus 4 bays.
10. The numbers of designated spaces may need to be greater at hotels and sports stadia
that specialize in accommodating groups of disabled people.
26
22 June 2006
8. COMMUNITY ESTABLISHMENTS (Appendix A cont.)

Type of
Development
Community
establishments (see
note 1,2)
Community
Establishments:
Hospitals
Area
Central Area
(Areas 1,2,3)
Non-Central Area
Operational
Requirements
Minimum of 1
operational space
Non-operational
requirements
Maximum of 0 space
Essential vehicles as
required
1 space per
practitioner (see note
3)
Maximum of 2 spaces
per bed
Maximum of 1 space
per 2 ancillary staff
and maximum of 5
spaces per
practitioner
Maximum of 1 space
per 10 seats or 1
space per 8 m2
floorspace used for
praying.
Maximum of 1 space
per 2 persons using
the facilities and a
maximum of 1 space
per 3 spectators,
where necessary.
Maximum of 1 space
per 45 m2
Health Centre and

Surgeries
Non-Central Area
Places of Worship
(See note 4)
Non-Central Area
Minimum of 1
commercial vehicle
space (see note 5)
Leisure Centres,
Sports Clubs &
Fitness Clubs (see
note 6)
Non-Central Area
Minimum of 1
commercial vehicle
space
Libraries
Non-Central Area
Minimum of 1
commercial vehicle
space
Notes on Car Parking Guidelines relating to Community Establishments

areas.
2. Operational parking for hospitals to be provided as required.
3. Practitioner to include doctor, dentist, nurse, health visitor etc.
4. For other uses within the building (usually community) the relevant parking guidelines
should be applied in addition.
5. A relaxation may be applied if it can be shown that the frequency of use will be low or
where there is adequate kerbside capacity in the immediate area (usually outside).
6. Consideration should be given to the provision of a coach parking area where
appropriate.
Notes on Car Parking Design relating to Community Establishments
Disabled Parking
disabled motorist plus 6% of total capacity or a minimum of 3 spaces, which ever is
greater;
In car parks of over 200 spaces, 4% of capacity plus 4 bays.
27
22 June 2006
9. EDUCATIONAL ESTABLISHMENTS (Appendix A cont.)

Type of Development
Area
Educational establishments
Central Area (Areas

1,2,3)
Non-Central Area
Day Nurseries in converted

property
Nursery Schools (New
Build), Infants Schools,
Primary Schools,
Secondary Schools (see
note 4)
Colleges of Higher and
Further Education (see
note 5)
Operational
Requirements
Minimum of 1 operational
space
Included in non-operational
standard
Non-Central Area
Minimum of 1 commercial
vehicle space
Non-Central Area
Minimum of 1 commercial
vehicle space
Non-operational
requirements
See note 1
Maximum of 1 space per 2
full time staff (see notes
2,3,7)
Maximum of 1 space per
classroom and a minimum
of 3 spaces for visitors (see
note 2)
Maximum of 1 space per
member of teaching staff.
Maximum of 1 space per 2
ancillary staff. Maximum of
1 space per 20 students
and a minimum of 5 spaces
for visitors.
Notes on Car Parking Guidelines relating to Educational Establishments

areas.
2. In addition to the non-operational parking an area should be provided for the picking up
and setting down of children. In the case of nursery schools in converted properties the
availability of adequate kerbside capacity (i.e. unrestricted parking) should be taken
account of.
Experience has shown that a minimum of 15 car spaces will be required for most other
types of schools. Exceptions to this may be specialised (e.g. religious or Welsh)
secondary schools with a large catchment area where a reduced number may be
adequate, or larger schools in each category where a substantial increase (up to 40) may
be desirable. With regard to buses, sufficient off street spaces would be provided for all
services that the operator of the new school anticipates running for pupils, with the
exception of passing service buses.
3. This should be assessed when the nursery is at full capacity. Where part-time staff are
employed they should be aggregated to their full time equivalent.
4. In addition, a maximum of 1 space per 10 pupils over 17 years of age should be
provided.
5. The standard for students relates to the total number of students attending an
educational establishment, rather than full-time equivalent figures.
6. Definitions of schools for the purposes of these guidelinesNursery - pre school age groups 3-5 often in converted residential property
Infants
- formal schools ages 3 to 7
Primary - schools for children in the range 5 or 7 to 11
Secondary - age range 11 to 18
Notes on Car Parking Design relating to Educational Establishments
7. The area should include a facility for vehicles to turn without reversing. In exceptional
circumstances a circulation/ turning area remote from pupil circulation areas would be
acceptable.
8. Where the school is used for dual social and adult educational purposes, the use of hard
playground services for parking is acceptable.
Disabled Parking
10. Appropriate provision should be provided for use by the disabled.
28
22 June 2006
APPENDIX B:
Map 1: Central Area and Area 1,2 & 3 Boundaries
OS Licence LA09005L
29
22 June 2006
APPENDIX C: CYCLE PARKING GUIDELINES BY LAND USE

Type of Development
Shops up to 200 m2
Shops 201- 1000m2
(See note x)
Shops over 1000m2 (incl. Cash & Carry) (See
note 3)
Public houses, restaurants, cafes, takeaways,
drive thrus
Offices (incl financial and professional services)
Industry
Warehousing, storage and distribution
Hotels
Hospitals, nursing homes, residential homes
High Density Residential, incl flatted
accommodation, maisonettes & multi occupied
dwellings
Sheltered housing
Purpose built student accommodation
Hostels
Other residential, i.e. terraced, detached and
semi-detached housing
Medical/ health service facilities
Creches, day nurseries and day centres
Primary schools
Guidelines
Long Stay (employees): 1 stand per 100 m2
Short Stay (customer): 1 stand per 100 m2
Short Stay (customer): 1 stand per 200 m2
Short stay (customer): 1 stand per 250 m2
Long Stay (employees): 1 stand per 5 employees
Short Stay (customer): 1 stand per 40 sq m public floorspace
Short Stay (customer/visitor): 1 stand per 1000 m2
Short Stay (customer/visitor): 1 stand per 1000 sq m
Short Stay (customer/visitor): 1 stand per 4000 sq m
Long Stay (employees & visitors): 1 stand per 5 bedrooms
Long Stay (employees): 1 stand per 20 bed spaces
Short Stay (visitors): 1 stand per 20 bed spaces
Long Stay (residents): 1 stand per bedroom
Long Stay (employees): 1 stand per 20 bed spaces

Short Stay (visitors): 1 stand per 20 bed spaces
Long Stay (residents): 1 stand per 4 bedrooms
Short Stay (visitors): 1 stand per 8 bedrooms
Long Stay (residents & staff): 1 stand per 4 bedrooms
See note 4
Railway stations
Bus/ coach stations
Park & Ride
Public off-street car parks
1 stand per consulting room (staff & visitors)

1 stand per 30 children
Long Stay (staff): 1 stand per 5 staff
Long Stay (children): 1 stand per 20 children
Short Stay (visitors): 1 stand per 100 children
Long Stay (staff): 1 stand per 5 staff
Long Stay (children/students): 1 stand per 6 students
Short Stay (visitors): 1 stand per 100 students
Short Stay (visitors) 1 stand per 60 m2 public floorspace
Short Stay (visitors): 1 stand per 30 m2 public floorspace
Short Stay (visitors): 1 stand per 30 seats
Long Stay (employees): I stand per 10 employees
Short Stay (visitors): 1 stand per 40 seats
Short Stay (visitors): 1 stand per 10 visitors
Long Stay (employees): 1 stand per 10 staff
Short Stay (visitors): 1 stand per 30 visitors
Long Stay: 1 stand per 5m of platform served by trains
Long Stay: 1 stand per bus stand
Long Stay: 1 stand per 100 car parking spaces
Long Stay: 1 stand per 20 car parking spaces
30
Secondary schools, colleges of further

education
Museums & art galleries
Libraries & reading rooms
Public/ exhibition hall
Places of worship
Theatres and cinemas
Concert halls, bingo halls, casino, dance halls
Indoor sports centres, incl pools, skating rinks
Outdoor sports centres & recreation centres
22 June 2006
Notes on cycle parking guidelines

1. All guidelines apply to both Central Area and Non-Central Areas (see Map attached as
Appendix B).
2. All guidelines represent minimum provision.
3. Shopping malls will be assessed on the basis of the individual unit size.
Notes on Cycle Parking Design
4. All residential dwellings must be accessible by cycles.
Detailed guidance on cycle parking layout and design in set out in Appendix D.
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22 June 2006
APPENDIX D: Parking Layout and Design

(i) Car Parking Design
In the design of car parking (public and private), consideration should be given to highway,
vehicle and pedestrian safety, security, visual amenity and access requirements.
Access and circulation arrangements must accommodate the needs of vehicles and
pedestrians. Entrances and exits to and from the public highway must not interfere with the
safe and free movement of traffic, or present a hazard to road users and pedestrians. In this
respect, factors such as sight lines and kerb radii must be satisfactorily addressed.
Wherever possible, pedestrian entrances/exits should be separate from those used by
vehicles.
Car parks should avoid being large featureless places, should be adequately landscaped and
constructed from good quality materials. The main visual objectives in the successful design
of car parks are to minimise their intrusive impact on their surroundings, reduce their
apparent scale when viewed from within the car park and to minimise opportunities for crime.
Surface materials, landscaping and boundary treatments, and planting are important in this
respect. Care should be taken to avoid creating hiding places in order to minimise
opportunities for crime.
Pedestrian routes through car parks should be kept to a minimum and, where possible,
controlled. They should have good surveillance, be wide, safe, direct and, where possible,
covered. Car parks should be well lit, sign posted and secure.
Cardiff County Council endorses both the Secured by Design (SBD) and Park Mark Safer
Parking award schemes. The schemes offer a uniform approach to creating safer
environments by providing high standards of security and good design. Developers are
encouraged to apply for the awards on all relevant applications, and should seek advice from
South Wales Police, or visit the website www.securedbydesign.com .
Car parking spaces should have minimum dimensions of 4.8m x 2.4m. In grouped parking
areas, the average requirement per car including space for access is 20m2. Set out below
are drawings showing alternative ways of arranging 12 spaces, each with different space
requirements. Any layout should be capable of utilising and interacting with the existing/
proposed natural surveillance. Occupants of adjacent buildings and passers by should be
able see between parked cars in order to help prevent crime.
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22 June 2006
ALTERNATIVE WAYS OF ARRANGING 12 SPACES
14.4m
4.8m
6.0m 15.6m
4.8m
90o PARKING
18.6m
5.4m
4.2m
15.0m
5.4m
60o PARKING
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22 June 2006
22.1m
5.1m
3.6m
13.8m
5.1m
45o PARKING
29.9m
4.3m
3.7m
12.3m
4.3m
30o PARKING
Additional guidance on the layout and design of car parking provision in relation to
specific types of development are provided in Appendix A.
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22 June 2006
(ii) Disabled Car Parking Design

At the time of publication of this SPG, advice on the provision and design of parking for
people with disabilities is provided in the following documents, which should be referred to:
(i)
The Building Regulations Part M 2004 edition.
(ii)
Approved Document M Access to and Use of Buildings, 2004 edition,
ODPM;
(iii)
BS 8300:2001 Design of buildings and their approaches to meet the needs of
disabled people - Code of Practice.
The needs of disabled people will need to be considered in the provision of both operational
and non-operational parking.
(iii) Design of Parking for People with Young Children
Parking for people with young children must be:
(i)
marked with a suitable symbol;
(ii)
provided at a minimum width of 3.6m, to include a 1.2m access zone between
parking bays;
(iii)
located close to the main accessible entrance to the building.
(iv) Design of Operational Parking (Servicing)
Vehicles should be able to manoeuvre with ease and to stand for loading and unloading
without inconvenience to other users of the site, so as to ensure that:
(i)
The largest vehicles most likely to serve the development can be
accommodated;
(ii)
where feasible, all service vehicles are accommodated off the public highway,
within the curtilage and to the rear of the site;
(iii)
all service vehicles enter and leave the site in forward gear, with adequate
turning facilities within the site;
(iv)
vehicles should not be expected to reverse over a distance in excess of 12
metres to or from the collection point when loading and unloading;
(v)
sufficient room is provided for emergency vehicles to enter and leave the site
unobstructed, and;
(vi)
servicing is segregated within the site from any public car parking area.
For additional guidance on access for refuse collection vehicles and refuse collectors, please
refer to the Councils Supplementary Planning Guidance on Waste Collection and Storage
Facilities.
(v) Design of Parking for Commercial Vehicles
The layout for commercial vehicle parking must take account of the maximum dimensions of
commercial vehicles permitted under the Road Traffic Acts.
The vehicle bays must be of sufficient size and be located so that the vehicle can be
manoeuvred within the site and enter and leave the site in forward gear. For example, a 12m
rigid lorry requires an absolute minimum of 105 m2 to allow it to leave a site in forward gear.
(vi) Design of Cycle Parking
Well placed and designed cycle parking stands will help reduce cycle theft and damage to
secured cycles, improve the appearance of an area and reduce obstructions to pedestrians
by reducing random cycle parking, and highlight cycling as a alternative mode of transport.
Sheffield-type stands, which provide two cycle parking spaces and allow both the frame and
wheels to be secured onto an inverted U stand, are considered appropriate for short stay
parking for most situations. Alternatives will be considered but must offer at least the
equivalent capacity, robustness and degree of protection for users. Residential and long
stay cycle parking, which need to be secure and undercover, can be accommodated within
35
22 June 2006
buildings, in cycle sheds or other sheltered structures, and can include cycle lockers or
cages.
Cycle parking must be provided in a safe, secure and convenient position, and located close
to the intended destinations. Wherever possible, they should be located within the curtilage
of the development. Stands should be visible and positioned so they do not obstruct
pedestrians or the disabled. They should be clearly signposted and highlighted by defined
areas, such as the use of surface changes, colour or texture. In order to maximise security,
cycle parking should be prominently places in areas which maximise surveillance. They
should be overlooked by passers by, well lit and, where possible, viewed by CCTV or
security guards.
Stands should be positioned so that they can be properly used and do not cause a safety
hazard. A minimum distance of 1m should be maintained between Sheffield stands to
enable access and ease of use. Additionally, Sheffield stands should be at least 0.6m from
the kerb line to ensure that parked cycles do not overhang the carriageway, with adequate
clearance from walls. Consideration should be given to changing the pavement surface
around the stands to identify the area to the visually impaired. Care must be taken when
fixing the stands to avoid damage to underground installations. Where cycling stands are to
be placed on the adopted highway agreement must first be secured from the Council.
The preferred location of cycle parking can vary, dependent on the nature and location of
development, and the length of time people are likely to leave their bikes (i.e. whether the
stand is intended for long or short stay parking). The siting of stands in prominent places,
within Conservation Areas and within close proximity to Listed Buildings needs careful
consideration. It is often better to have several small groups of stands.
Where no differentiation is made between short stay or long stay parking, the stands should
be located so as to provide for both employees and visitors.
Short stay parking, which provides for the needs of visitors or customers to a building for a
few hours, should be located as close to the visitor entrances of a building as possible and,
ideally, within 30m. Long stay parking, which provides for the needs of employees and
commuters for longer periods, is more appropriately provided within, to the side or rear of a
building.
(vii) Design of Parking for Powered Two Wheelers
Well-placed and designed motorcycle parking will help improve the appearance of an area,
reduce obstructions to pedestrians by reducing random parking, reduce theft and damage to
secured motorcycles and highlight motorcycling as an alternative mode of transport.
Parking must be provided in a safe, secure and convenient position and, wherever possible,
within the curtilage of the development. Parking must be positioned so as not to obstruct
pedestrians or the disabled, where it is visible to passers by and where possible, viewed by
CCTV or security guards. Motorcycle parking should also be clearly sign posted and well-lit.
Sites for motorcycle parking should be well drained, with no, or only a slight, gradient. Nonslip surfaces should be provided, as oil spills can represent a hazard to users.
Informal parking can be reduced by locating designated motorcycle parking as close as
possible to the visitor entrances of a building as possible. However, the preferred location
will vary depending on the nature and location of development, the length of time people are
likely to leave their motorcycles, and the prominence and sensitivity of the location.
Developments making specific provision for motorcycles should incorporate appropriate antitheft or tampering measures. The availability of secure parking is particularly important in
36
22 June 2006
offices, shopping, and entertainment centres, and public transport interchanges where
medium to long-term parking may be anticipated.
There are 2 basic types of anchor points to which motorcycles can be secured to reduce the
risk of theft, namely, ground level or raised anchor points. In ground level anchor points,
the anchor point remains below the surface, often concealed by a hinged steel plate set flush
with the road surface. The plate is raised by the user, allowing a loop to be lifted up and the
users own lock passed through. If left upstanding or becoming jammed in an upstanding
position, ground anchors can constitute a danger. They also require regular maintenance
and can be dirty to use.
Raised anchor points constitute a raised horizontal bar at approximately 40 to 60cm. These
are normally provided at the edge of the carriageway and also require users to use their own
lock. This type can represent a trip hazard or cause an obstruction if installed along the edge
of footways. Preferably, they should be integrated with pedestrian railings or protected by
other means to safeguard pedestrians, particularly those with impaired vision. Where high
density parking is closely associated with pedestrian guard railings, users may need to put
their hand through the vertical railings in order to reach the horizontal bar to use their locking
cables. In such situations, the width between the vertical bars of the railings should be
approximately 160mm. Any anchor points need to be at a suitable height for locking the
wheel, as it is often not possible to pass a lock through a motorcycle frame.
Protecting motorcycle parking with bollards or similar restrictions will help ensure that
vehicles do not conflict with the parked motorcycles, and that the spaces are not used by
other vehicles.
Standard spaces should be 2.5m by 1.5m.
Additional guidance on the design of motorcycle parking is provided in the Department of
Transport, Local Government and the Regions Traffic Advice Leaflet 2/02.
37
22 June 2006
APPENDIX E: CONSULTATION ON THE DRAFT SPG

Consultation on this guidance was undertaken between 14 February and 14 March 2006. A
Press Notice was placed in the South Wales Echo on Tuesday 14 February 2006 and
notices and copies of the draft guidance were placed in all Cardiff Libraries. The draft
guidance was also published on the Council's website.
Letters notifying that consultation was being undertaken on the draft guidance were sent to
Cardiff Councillors, the Welsh Assembly Government, Environment Agency, Countryside
Council for Wales, Community Councils in Cardiff and the following who are known to have a
general interest in planning in Cardiff, or a potential interest in this guidance.
APCOA Parking (UK) Ltd

Arriva Trains Wales
Arup
Associated British Ports Cardiff
Association of Train Operating Companies (ATOC)
Atkins
Automobile Association
Baker Associates
Barratt South Wales Ltd
Barton Willmore Planning Partnership
Bebb Travel Plc
Bellway Homes (Wales Division) Ltd
Bovis Homes
Boyer Planning
British Property Federation
British Retail Consortium
Bryant Homes (South West)
Bus Users UK
Cardiff Hackney Carriage Association
Cardiff and Vale Coalition of Disabled Persons
Cardiff Bay Water-Bus
Cardiff Bus
Cardiff Cats
Cardiff Chamber of Commerce
Cardiff Cycling Campaign
Cardiff Initiative: Transport Subgroup
Cardiff Institute for the Blind
Cardiff International Airport
Cardiff Local Access Forum
CDN Planning
Community Safety Department
Community Transport Association, Wales
Confederation of Passenger Transport, Wales
Cycling Touring Club
Cyclists' Touring Club (South Wales) Right to Ride
David McLean Homes
David Wilson Homes South West
Davies Llewelyn Jones
Development Planning Partnership
Disability Wales
38
22 June 2006
Disabled Persons Transport Advisory Committee

DLP Consultants
DTZ Pieda Consulting
Enviros Consultancy
First Cymru
Friends of the Earth
Friends of the Earth, Cardiff
GL Hearn Planning
Glamorgan Rail Users Federation
Grosvenor Waterside
GVA Grimley
Halcrow
Harmers Ltd
Hepher Dixon ***
Highways Development Control Forum
Hodge & Co Property Holdings Ltd
Home Builders Federation ***
Institute of Logistics and Transport
Institution of Highways and Transportation
John Robinson Planning & Design
Land Securities Properties
Living Streets
Lovell Partnerships
Macob Construction Ltd
Mason Richards Planning
McCarthy and Stone (Western Region) ***
MVM Planning
Nathaniel Lichfield & Partners ***
National Car Parks Ltd
National Express Ltd
National Federation of Builders
Network Rail
Newport Transport Ltd
Passenger Focus
Persimmon Homes (Wales) Ltd
Private Hire Car Association
RAC
Railtrack Plc (Network Rail)
Railway Development Society, Wales
Ramblers Association (Cardiff Group)
Redrow Homes (South Wales) Ltd
RNIB Cymru
Road Haulage Association Ltd, Western District
Robert Turley Associates
RPS Group plc
Scott Wilson Railways Ltd
Sense Cymru, National Deaf, Blind and Rubella Assosciation
Shamrock Travel
South East Wales Transport Alliance
South Wales Fire Service
Stagecoach, Red and White Services Ltd.
Steer Davies Gleave
39
22 June 2006
Strategic Rail Authority

Stride Treglown Town Planning
Sustrans
Sustrans Routes for People
TBI
Traffic & Operations, South Wales Constabulary
Transport 2000
Transportation Engineering Group
Veritair Ltd.
Vinci (Park) Cardiff Ltd
WDA
Welsh Ambulance Services NHS Trust
Westbury Homes (Holdings) Ltd
White Young Green Planning
Wimpey Homes
Comments specifically or generally relevant to the draft guidance were received from the
above consultees indicated ***
Howard Mellett (Cardiff Business School)

Transport Wales
40
22 June 2006
APPENDIX F: CONSULTATION RESPONSES
REF2
1.4 and
3.11
REPRESENTATIONS
Welcomes the approach of the SPG in general terms and the aim to
reduce reliance on the private car.
COUNCIL RESPONSE
Support acknowledged.
3.1.4
Fully supports the advice that the guidelines should be applied flexibly,
taking into account the factors listed in the SPG. Suggests that the
sentence which refers to the flexible application of parking guidelines
should be in bold print to reinforce this point.
Support acknowledged. The suggestion will be incorporated.
3.1.16
Expresses concern that this paragraph suggests a degree of rigidity in the

application of standards, which appears to conflict with paragraph 3.1.4.
Suggests that the world 'normal' should be inserted in front of the
emboldened words in this paragraph.
3.1.193.1.23
Notes that the general content of the SPG in relation to disabled parking is
supported. It also notes that McCarthy and Stone make the appropriate
proportion of spaces in its developments suitable for use by disabled
residents, and that such spaces would be located close to the entrance
point of the development. However, the letter states that ' it is not the
company's policy to specifically mark the spaces for this use when the
development is constructed, as, based on detailed survey evidence, there
are many developments where none of the residents would have a
disabled parking permit and so the company would not wish to keep the
spaces vacant, unnecessarily'.
The advice in paragraph 3.1.4 that the guidelines may be applied

flexibly in appropriate circumstances applies equally to residential
parking guidelines and should not be seen to conflict with the advice
in 3.1.16. However, in order to confirm the application of a flexible
approach, in principle, the following sentence will be inserted in para.
3.1.16 in place of the representors suggestion, 'As noted above in
paragraph 3.1.4, there may be situations where it may be justifiable
to apply the parking guidelines flexibly, taking the merits and
circumstances of each planning application into account'.
Support acknowledged. Adequate provision should be made for
parking bays designated for disabled people. Such provisions
should comply with the requirements of Part M of the Building
Regulations and the Disability Discrimination Act 1995.
Reference to paragraph in Consultation Draft of SPG
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22 June 2006
3.1.253.1.28
Welcomes the reference to cycle parking.
3.2.1 &
3.2.3
States that he was 'a little concerned' over the content of para. 3.2.1 on
developer's contributions, but pleased to see clarification in para. 3.2.3
that the Planning Obligations Circular would be taken into account.
Suggests that the Circular should be given greater weight and that
wording of the SPG should be revised to note that the Circular has to be
complied with, and not just be taken into account.
The proposed change will not be accommodated as Circular 13/97

indicates that it is entirely appropriate to 'take into account' the
advice contained in the Circular on the proper use of planning
obligations. Paragraph B1 of the Circular states that the Circular 'sets
out the policies ... which local planning authorities should also take
into account when considering planning applications and drafting
development plan policies' (emphasis added).
However, in order to support a transparent and consistent approach
to developer contributions, the tests set out in Circular 13/97 will be
referenced in para. 3.2.3, as follows, In line with the tests set out in
Circular 13/97, planning obligations will be sought where they are (i)
necessary, (ii) relevant to planning, (iii) directly related to the
proposed development, (iv) fairly and reasonably related in scale and
kind to the proposed development, and (v) reasonable in all other
respects.
The SPG does not suggest that the thresholds will be strictly applied
in all circumstances- indeed, it notes that 'these thresholds are
provided as a guide only' (3.4.3). However, the wording in paras.
3.4.3 and 3.5.2 will be changed to clearly indicate that the thresholds
will be applied flexibly, for the avoidance of doubt. 'These thresholds
are provided as a guide only. It is recognised that there may be
situations where it may be justifiable to apply the thresholds in a
flexible way, taking the merits and circumstances of each planning
application into consideration'.
It is noted that that the parking guideline for elderly persons houses
and flats (not wardened) is 0.5 - 1 space per unit (Appendix A, table
1), and that the guideline for self-contained old people's dwellings is
1 space per 2 -4 units (Appendix A, table 3). Attention is also drawn
to 3.1.4 which states that 'there may be situations where it may be
justifiable to apply the parking guidelines..... in a flexible way, taking
the merits and circumstances of each planning application into
consideration'. Given this, no changes are proposed to the
3.4.1 3.4.5 and

3.5.1 3.5.4
Appx A,
Table 3
Suggests that the application of the stated threshold for 'residential

development of more than 100 units', which is provided as a guide to
indicate whether transport assessments and travel plans may be required,
would be unrealistic given that sheltered housing has a lower traffic
generation and overall impact than other forms of residential development.
Suggests that the threshold could be expressed to rectify this and gives
the following threshold as an example "any residential development of 100
standards dwelling i.e. where the traffic generation might be expected to
exceed 800 vehicles movements per day".
Notes that studies carried out for McCarthy and Stone reveal that car
ownership levels in 2 bedroom units is likely to be approx double that of
smaller 1 bedroom units, and that the guidelines, as currently constituted,
can not reflect this. Notes that the overall parking provision would
normally be in the range of 0.25 to 0.5 spaces per unit (1 space per 2 to 4
units), as shown in the standards.
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22 June 2006

guidance.
Appx A,
Table 3
Appx C
Notes that the reference to "space for each resident warden/staff" is not
sufficiently specific. Notes that the company would support the provision
of 1 space per resident warden/staff.
Questions whether the visitor parking guideline is meant to be a maximum
or minimum provision. Notes that for standard residential developments,
the guidance gives a maximum visitor parking provision and sees no
reason why sheltered housing should be treated differently.
Suggests that the use of beds as a basis for visitor parking for sheltered
housing is inappropriate, noting that he is not aware of any evidence that
2 bedroom apartments get more visitors than one bedroom ones.
Suggests that the basis for a standard should be the unit.
Notes that he has no criticism of the cycle parking standards.
3.1.19 3.1.23
Notes that he and McCarthy and Stone are in general support of the SPG
and its provisions. Notes though that they should not be used as 'tablets
of stone' and that a degree of flexibility, referred to in para. 3.1.4 is
essential and that he trusts the SPG will be used in that way.
Pleased to see Disabled Bays and the users requirements taken into
account. Requests that they are kept in the final draft.
Appx A,
Table 3
Appx A,
Table 3
Appx A: 1
Strongly supports the views outlined by Cllr Bridges.
Greater clarity will be provided by amending the guideline to read 'I

space for each resident warden/staff'.
The visitor parking guideline will be amended to read 'up to 1 space
4 beds' for both self-contained old people's dwellings and homes for
the elderly, children etc and Nursing Homes.
The basis for the guideline for visitor parking for sheltered housing
will be changed from beds to units, as suggested, and the guideline
changed to 'Up to 1 space per 4 units'.
Support acknowledged. No changes are proposed to the guidance

relating to disabled parking.
Concerns acknowledged. See the response to comments from Cllr
Bridges.
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22 June 2006

Appx A: 1
Expresses concern over the Council's policy in relation to parking

provision for social housing, noted to be 'one car parking space per 3
dwellings'. Suggests that car ownership levels in local social housing
estates indicate that not enough provision is made for parking for social
housing. Also expressed concerns about the designation of parking
spaces to individual properties.
The SPG does not set out a specific guideline for social housing - the
guideline for general residential development would be applied in this
instance. However, the notes on car parking guidelines relating to
residential new build, extensions and redevelopments (Appendix A,
Table 1) state that 'for certain developments (e.g. affordable housing)
where there is evidence of low car ownership levels, a flexible
approach to parking guidelines may be applied, taking the merits of
each individual application into consideration. The on-site parking
requirements for affordable housing may be reduced to one-third of
the general standard of provision to relfect the significantly lower
level of car ownership generally associated with such development'
(note 2). A similar approach is taken with regards applications for
changes of use (Appendix A, table 2).
Attention is drawn to the fact that the guidance notes that a flexible
approach may be applied and that the parking requirement for
affordable housing may be reduced to one third. Moreover, an
analysis of 2001 Census (Table SO60) data supports the fact that
there is a lower level of car ownership generally associated with
affordable housing. Specifically, Council or Social households have
2.9 times less cars on average than Owned or Private Rented
households- 0.4 cars per household, compared to 1.1, respectively.
Never-the-less, the following changes are proposed to strengthen
the provisions of the SPG:
The first sentence of note 2 of Appendix A, Table 1 and Note
1 of Appendix A, Table 2 be amended to read, For certain
developments (e.g. affordable housing) where clear evidence
of low car ownership levels has been submitted, a flexible
approach to parking guidelines may be applied, taking the
merits of each individual application into consideration.
The second sentence of Note 6 of Appendix A, Table 1, and
the second sentence of Note 3 Appendix A, Table 2, be
amended to read, Depending on the local crime context,
designated parking secured by a lockable bollard, or secured
behind lockable gates may be required. Specific advice
44
22 June 2006

should be sought from the Police on this issue and
transferred to Note 7 and 4, respectively.
Appx A: 1
Notes that there is no parking for students built into recent developments
and that this has led to significant problems in areas where there is a high
density of such developments. Notes that students are asked to sign an
agreement, which forms part of their lease, prohibiting car ownership and
asked not to park within 3 km of their residences. Notes that this is totally
ignored by students. Also notes that the Police advise that they are unable
to enforce this 'agreement' as the students are not actually breaking the
law and that the Council are also powerless. Notes that the management
company that run the halls are the only ones that can enforce it and that
they either can not or will not undertake to monitor the situation which has
now become intolerable for other residents.
As noted in paragraph 2.1 of the SPG, Planning Policy Wales (March

2002) notes that 'car parking provision is a major influence on the
choice of means of transport' and that 'local authorities should
ensure that new developments provide lower levels of parking than
have generally been achieved in the past'. Paragraph 3.1.1 of the
SPG notes that the application of parking guidelines are 'intended to
help reduce traffic growth, reduce reliance on the car and encourage
the use of alternative means of travel. These objectives are
balanced against the need to limit on-street parking and, in turn,
congestion, danger and visual intrusion'.
The guidance on purpose-built student housing is set out in
Appendix A, Table 1, Note 3, as follows: 'No non-operational parking
is to be provided for students in purpose built student
accommodation. However, a minimum of 1 space per 25 beds
should be provided for operational parking, to comprise of parking for
wardens, maintenance vehicles and the picking up and setting down
of students. Appropriate provision should also be provided for use
by the disabled. Students will be expected to sign a lease
agreement prohibiting car ownership in order to prevent on-street
parking in residential areas in the vicinity of the student
accommodation. On street parking by students can also be
controlled through use of residents parking permits and through
decriminalized parking enforcement currently being investigated by
the Council (April 2006)'.
Traffic growth and congestion is Cardiff's no 1 transport problem, that
poses serious threats to the economic development of the wider-city
region, accessibility to local services and facilities, air quality and
45
22 June 2006

levels of greenhouse gas emissions, and the punctuality of bus
services . It is felt that harm caused by increases in car ownership
among Cardiff's growing student population on levels of traffic growth
and congestion in Cardiff would outweigh harm caused by potential
increases in on-street parking in residential areas that can be
controlled, in part, by lease agreements, residents parking permits
and decriminalised parking enforcement.
In view of the above, the SPG will not be amended to permit nonoperational parking for students in purpose built student
accommodation. However, provisions relating to enforcement will be
strengthened through the following proposed changes:
Note 3 of Appendix A, Table 1 be expanded to include the
following sentence Financial contributions to cover parking
studies, traffic management measures, and Traffic Regulation
Orders in accordance with Section 3.2 will normally be
required. Also a Travel Plan will normally be required
reaffirming the no car rule, and providing information to each
student resident about public transport, walking and cycling
routes in Cardiff, as well as dealing with the access
arrangements at the beginning and end of each term/period
of occupancy.
Para. 3.5.1 (x) be amended to read developments where a
Travel Plan would help address a particular local traffic
problem associated with a planning application, which might
otherwise have to be refused on local traffic grounds. For
example, where overspill parking might occur from
developments with low or nil off-street parking provision.
Para. 3.2.2 be expanded to include the following sentence,
Parking studies, Traffic Regulation Orders and off-site traffic
management measures are normally secured via Section 106
agreements.
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22 June 2006

Appx A: 1
Appx A: 1
Appx A: 1
Appx A: 1
Appx A: 1
Notes that the guidance states that no non-operational parking is to be

provided for students in purpose built housing. Notes that whilst the
reasons behind it may be appear sound, the problems caused by the
absence of parking facilities are considerable. Feels that the SPG
completely ignores reality, in which students have a level of car ownership
with associated parking needs.
Notes that the measure to control car ownership through lease
agreements prohibiting car ownership is completely unenforceable. Notes
that the police and traffic wardens can not take action when cars are
parked in unrestricted bays as no law is being violated. Also notes that
the Council is powerless.
Notes that the only body who can act on the matter is the company
running the halls and that they do not want to do anything about the
problem. Notes that it is unrealistic to expect such companies to take
action when it is not in their interests (either morally or financially) to do
so. Suggests that the Council have to accept that the current guidance is
unsatisfactory unless the Council wishes to take a tougher line with such
companies (which is suggested as something to consider).
Regarding the use of residents parking permits and decriminalised
parking, notes that decriminalised parking enforcement will not make the
slightest difference because the laws will be the same. Notes that while
Controlled Parking Zones might make it harder for students to find onstreet bays in which to park (and, as such, should be welcomed, these will
not apply in all areas of the city.
Notes that he does not understand why the Council has deemed it
appropriate to treat planning applications for student halls in a different
manner to any other planning application given that car ownership
amongst students is similar to that amongst family homes, and that the
rationale behind the SPG should be questioned. Suggests that the
parking difficulties caused by student halls can not be allowed to continue
and that the SPG must be amended to provide some on-site parking to
ease the problem even if it can not solve it. Accepts that that might not be
an ideal solution, but it is at least one that is grounded in reality, rather
than an utopian vision which is unattainable.
47
See response above.
22 June 2006

Para.
3.1.4,
Appx A:1
3.4
3.5.1
Appx C
Supports a flexible approach to parking provision for residential

developments rather than a standard formula, noting that this has been
one of the notable areas of concern in high density schemes. Notes that
this should be reflected in the parking guidelines for new residential
development in Appendix A:1.
Welcomes the definition of thresholds for the provision of transport

assessments for new development.
Notes that there seems to be no justification for the inclusion of residential
developments within the land uses for which a travel plan would be
required.
Supports the encouragement of the provision of cycle parking. Notes,

though, that the standard of 1 stand per bedroom for 'high density
residential, incl flatted accommodation, maisonettes and multi occupied
dwellings' appears excessive, especially in view of the high cost of
installation and maintenance. Notes that this should be compared with
the standard of 1 per 4 bedrooms for purpose-built student
accommodation.
48
The guidance set out in paragraph 3.1.4, that the guidelines may be
applied flexibly in appropriate circumstances, applies equally to
residential parking guidelines as it does all others. For the
avoidance of doubt, the following amendment will be inserted at the
end of paragraph 3.1.16 to strengthen the flexible approach 'As
noted above in paragraph 3.1.4, there may be situations where it
may be justifiable to apply the parking guidelines flexibly, taking the
merits and circumstances of each planning application into account'.
It is accepted that travel planning guidance and practice to date has
largely focussed on the development of destination travel plans, such
as workplace or school travel plans. However, the DfT has
published best practice guidance in recognition of the fact that
residential travel plans are 'an area of increasing importance'.
('Making Residential Travel Plans Work: Good Practice Guidelines
for New Development', prepared for the DfT by Transport 2000 Trust,
September 2005.) This guidance notes that 'provision of new
sustainable residential developments is a key Government objective
and the preparation and implementation of travel plans will be critical
to its delivery' (foreward). The guide also notes that 'as with other
travel plans, residential travel plans should be a key requirement for
any residential development likely to generate significant levels of
traffic' (p.7). In view of the above, no changes are proposed to the
SPG.
One space per dwelling unit is currently sought for high density
residential developments. Increased provision is being sought
through this SPG to significantly increase the amount of good quality
parking and so promote more cycle use, as part of an integrated
transport strategy to reduce car use and promote sustainable and
active travel. Greater provision is sought in residential
developments on the basis that the occupants tend to occupy
residential development for a longer period of time and, therefore,
will have a more lasting impact on travel behaviour. In view of the
22 June 2006

above, no changes are proposed to the guidance.
3.1.29
Notes that no reference is made to how secure parking for powered twowheelers is to be accommodated. Suggests that in Central Area locations
consideration could be given to dedicated spaces within car parks since
realistically parking on-street is wasteful of space and risky for vehicle
owners.
3.1.29
Notes that while the document addresses a number of matters and

generally seems to favour the provision of dedicated parking for
motorcyclists, it has missed the opportunity to require the provision of
spaces in multi-storey and other car parks.
3.1.4,
Appx A:1
Supports the flexible use of the parking guidelines as the provision of

parking spaces has proven to be one of the major areas of concerns in
high density developments according to a number of studies carried out
by CABE.
49
The SPG seeks parking provision in all non-residential developments

equal to a minimum of 1% and a maximum of 5% of the number of
car parking spaces provided (para. 3.1.29). Given that no nonoperational car parking is sought in the Central Area, there will very
few instances where provision for parking for powered two-wheelers
will be sought in the Central Area. In such instances, a flexible
approach will be taken, taking the merits and circumstances of each
planning application into consideration, in line with the guidance set
out in paragraph 3.1.4. In view of the above, no changes are
proposed to the SPG.
Attention is drawn to the fact that the guidance states that
'developers will be expected to provide secure parking for powered
two wheelers in all non-residential developments (3.1.29). This
statement applies to all developments, including proposals for multistorey and other car parks. The following statement will be inserted
into para. 3.1.29 of the guidance to remove any room for doubt, 'For
the avoidance of doubt, the guidelines for powered two wheelers
apply to all non-residential developments, including multi storey and
other car parks'.
Support welcomed.
22 June 2006
3.1
Notes that the Council refers to PPG13 but should also take into account
the changes in the revised PPS 3, which recommends a more flexible
approach to parking provision than the one size fits all approach.
3.1.23
Notes that it is not clear what type of size of developments would need to
produce an 'access statement'. States that this is additional work that is
unnecessary given the application of Part M of the building regulations, in
respect of housing.
The HBF objects to the threshold of 100 houses for the submission of a
Transport Assessment as it is considered to be too small. A threshold of
100 houses is not considered to create a significant transport implication
as required by advice in TAN 18. Notes that in the context of Cardiff 100
is not considered to be major.
3.4.2
50
PPG 13 is solely referred to in the SPG to provide advice on

thresholds for the provision of transport assessments and travel
plans in the absence of any detailed guidance in Planning Policy
Wales and TAN 18. It would not be appropriate to refer to draft
Planning Policy Statement 3: Housing, published by the OPPM in
England, as a basis for changing the approach to parking provision
in this SPG, given its draft status and relevance solely to housing.
Moreover, it is considered that the approach set out in the guidance
in paragraph 3.1.4 is sufficiently flexible in its current form. As such,
no changes are proposed to the guidance.
The SPG notes that further guidance on access statements can be
obtained from the Council via buildingcontrol@cardiff.gov.uk. As
such, no changes are proposed to the guidance.
The SPG sets out thresholds for the provision of transport
assessments in the absence of any detailed guidance in TAN 18 or
Planning Policy Wales. (TAN 18 (July 1998) does not provide any
advice on Transport Assessments, whilst TAN 18, Consultation
Draft, March 2001, notes that transport assessments should be
submitted for 'major development', in line with Planning Policy Wales
advice.) The threshold of residential development of more than 100
units is considered to be a suitable threshold given that they can
generate significant levels of traffic. However, it is noted that the
SPG states that 'the thresholds are provided as a guide only' (para.
3.4.3). That said, the wording in para. 3.4.3 will be changed to
clearly indicate that the thresholds will be applied flexibly, for the
avoidance of doubt. 'These thresholds are provided as a guide only.
It is recognised that there may be situations where it may be
justifiable to apply the thresholds in a flexible way, taking the merits
and circumstances of each planning application into consideration'.
22 June 2006
3.5.1
States that 'paragraph 89 of PPG 13 advises that travel plans should only
be submitted for jobs, leisure and services. There is no reference in the
section on Travel Plans for residential use. The reason being that the
diversity of journeys and occupiers mean that it would be impossible to
produce a meaningful plan'.
App A:1,
3.1.4
Notes that the reference in note 2 (Appendix A:1) to 'a flexible approach to
parking guidelines may be applied, taking the merits of each individual
application into consideration for affordable dwellings' implies that this
approach will not be taken in relation to other residential developments.
Suggests that if a truly flexible approach is to be taken, as suggested in
para. 3.1.4, the council should delete the first sentence of note 2.
Appx C
Notes that one cycle stand per bedroom is considered to be prohibitively

high and is unacceptable. The HBF understands that this will be
interpreted flexibly but if the starting point is so unreasonable then the
guideline will be meaningless. Notes that when compared with the
requirements of student accommodation, the requirements are far higher.
Neither are the figures comparable with other land uses, for example, if
the residents of these houses worked at the local college only 1 out of 5
would be able to park their bikes.
51
It is accepted that PPG 13 does not specifically promote the use of

travel plans for residential use. However, since the publication of
PPG 13 in March 2001, the DfT has published best practice
guidance on residential travel plans in recognition of the fact that
residential travel plans are 'an area of increasing importance'.
('Making Residential Travel Plans Work: Good Practice Guidelines
for New Development', prepared for the DfT by Transport 2000 Trust,
September 2005.) This guidance notes that 'provision of new
sustainable residential developments is a key Government objective
and the preparation and implementation of travel plans will be critical
to its delivery' (foreward). The guide also notes that 'as with other
travel plans, residential travel plans should be a key requirement for
any residential development likely to generate significant levels of
traffic' (p.7). In view of the above, no changes are proposed to the
guidance.
The advice in paragraph 3.1.4 that the guidelines may be applied
flexibly in appropriate circumstances applies equally to residential
parking guidelines and should not be seen to conflict with the advice
in Appendix A:1. For the avoidance of doubt, the following
amendment will be inserted at the end of paragraph 3.1.16. 'As
noted above in paragraph 3.1.4, there may be situations where it
merits and circumstances of each planning application into account'.
One space per dwelling unit is currently sought for high density
residential developments. Increased provision is being sought
through this SPG to significantly increase the amount of good quality
cycle parking and so promote more cycle use, as part of an
integrated transport strategy to reduce car use and promote
sustainable and active travel. Greater provision is sought in
residential developments on the basis that the occupants tend to
occupy residential development for a significantly longer period of
time and there fore will have a more lasting impact on travel
behaviour. In view of the above, no changes are proposed to the
guidance.
22 June 2006

Appx C
Section
3.1
Section
3.1 &
Appx A
With regards the cycle guidelines, there is some confusion as to what will
be considered to fall into the high density or other residential category.
High density refers to a ratio yet the descriptions relate to the type of
dwellings. Suggest that this may be overcome by referring to i.e. rather
than incl as including implies that other types of dwellings may fall into this
category.
Notes that the provision of parking spaces continues to be significant
issue, and that sustainable transport and the use of modes other than the
private car is recognised.
A flexible approach to car parking must be applied to ensure the success
of future development is not hampered by insufficient parking provision.
3.1.2528, Appx
C
The provision of cycle parking within developments is desirable though the

scale of the provision should be flexible in terms of the site location and
type of development together with their realistic usage.
Section
3.4
In relation to Transport Assessments, notes that the authority must remain

accessible to discuss the TA findings at an early stage of the development
in order to agree the most appropriate and deliverable mitigation
measures for any negative impacts.
Supports the move towards a generally transparent and consistent
approach to developer contributions. Suggests that the test set out in the
circular on planning obligations should be referenced within the SPG.
Section
3.2
52
This confusion is acknowledged and the suggested change will be

made.
Support welcomed.
The SPG sets out a flexible approach to the application of parking

guidelines in paragraph 3.1.4. The flexible approach will be
emphasised through the addition of the following sentence to para.
3.1.16, As noted in paragraph 3.1.4, there may be situations where it
merits and circumstances of each planning application into account.
The SPG sets out a flexible approach to the application of parking
guidelines, including cycle parking guidelines, in paragraph 3.1.4. As
such, no further changes are proposed.
This reflects the guidance set out in para. 3.4.5 of the SPG that
'developers should hold early discussions with the Council in order to
clarify whether a Transport Assessment is necessary and, if so, to
'scope' its requirements'. As such, no further changes are proposed.
The following sentence will be added to para 3.2.3, in line with the
suggestion, 'In line with the tests set out in Circular 13/97, planning
obligations will be sought where they are: (i) necessary, (ii) relevant
to planning, (iii) directly related to the proposed development, (iv)
fairly and reasonably related in scale and kind to the proposed
development, and (v) reasonable in all other respects'.
22 June 2006
APPENDIX E: CARDIFF UNITARY DEVELOPMENT PLAN

E1.
The Cardiff Unitary Development Plan was placed on deposit in October 2003.
Following introduction of the European SEA (Strategic Environmental Assessment) Directive
in 2004 and subsequent updated guidance from the WAG on development planning, the
Council has sought the agreement of the Assembly to cease preparation of the Cardiff UDP
and commence preparation of a Local Development Plan.
E2.
Guidance issued by the Welsh Assembly Government in respect of LDPs indicates
that where a UDP has been put on deposit it may remain a consideration in development
control decisions until such time as an LDP has been placed on deposit. Generally, the
weight to be attached to policies in emerging UDPs depends on the stage of plan
preparation, the degree of any conflict with adopted plans, and the number and nature of
any objections and/or representations in support of policy.
E3.
Policy 2.57 (Access, Circulation and Parking Requirements) of the deposited Cardiff
UDP states:
Where necessary, safe and convenient provision will be sought in conjunction with
development for:
a) pedestrians;
b) people with special access and mobility requirements;
c) cyclists
d) powered two-wheelers
e) public transport;
f) vehicular access and traffic management within the site and its vicinity;
g) car parking and servicing;
h) coach parking
i) horse-riders.
E4.
Representations were made at deposit, objecting to the above proposed policy.
53
22 June 2006
For more information please contact:

The Strategic Planning Manager
Cardiff Council,
CY1
County Hall,
Atlantic Wharf,
Cardiff CF10 4UW
Email: developmentplan@cardiff.gov.uk

Access Circulation Parking SPG

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Supplementary Planning Guidance

ACCESS, CIRCULATION AND

Approved June 2006

Supplementary Planning Guidance

Access, Circulation and

(Approved by Council 22 June 2006)

Cardiff Supplementary Planning Guidance

Access, Circulation and Parking Requirements

Legislation, Guidance and Development Plan Policies

Legislation and National Guidance

Development Plan Policies

Guidance on Policy Implementation

a) Parking Guidelines: General Requirements

b) Car Parking Guidelines

c) Parking Guidelines for People with Disabilities

d) Car Parking for People with Young Children

e) Cycle Parking Guidelines

f) Parking Guidelines for Powered Two Wheelers

g) Parking Layout and Design

Car Parking Guidelines by Land Use

1. Residential: new build, extensions & redevelopments

Map1: Central Area and Area 1, 2 & 3 Boundaries

Cycle Parking Guidelines

Parking Layout and Design

Car park design

Consultation on the Draft SPG

Representations and Responses

The Cardiff Unitary Development Plan

Approved by Cardiff Council

Cardiff Supplementary Planning Guidance

Access, Circulation and Parking Requirements

This guidance supplements policies in existing development plans for Cardiff

The guidance has been the subject of consultation as outlined in Appendix E

The Welsh Assembly Government supports the use of supplementary

The Council placed the Cardiff Unitary Development Plan on deposit in

Approved by Cardiff Council

Cardiff Supplementary Planning Guidance

Access, Circulation and Parking Requirements

LEGISLATION, GUIDANCE AND DEVELOPMENT PLAN POLICIES

TAN 18 also indicates that the extra traffic generated by a proposed

The following policies relating to access, circulation and parking requirements

Approved by Cardiff Council

Cardiff Supplementary Planning Guidance

Access, Circulation and Parking Requirements

South Glamorgan (Cardiff Area) Replacement Structure Plan (Adopted

Approved by Cardiff Council

Cardiff Supplementary Planning Guidance

Access, Circulation and Parking Requirements

Creigiau and Pentyrch

Approved by Cardiff Council

Cardiff Supplementary Planning Guidance

Access, Circulation and Parking Requirements

GUIDANCE ON POLICY IMPLEMENTATION

The parking guidelines apply to all categories of development for which

It is recognised that there may be situations where it may be justifiable

Approved by Cardiff Council

Cardiff Supplementary Planning Guidance

Access, Circulation and Parking Requirements

It should be noted, however, that parking provision that exceeds the

Where the specific use or nature of development or its occupation or

Where parking levels above the maximum are considered acceptable on

Changes of use will be subject to the same guidelines as new development.

3.1.10 In all instances, developers will be required to demonstrate, to the Councils

Approved by Cardiff Council