DMD 45 Parking Standards and Layout 1. Car Parking Car parking proposals will be considered against the standards set out in the London Plan and:
For developments where no standards exist, parking should be provided to ensure that:
2. Cycle and Powered Two Wheelers Parking New development should make provision for active and passive electrical charging points, cyclists and Powered Two Wheelers in accordance with the standards set out in the London Plan. For developments where no standards exist, required provision will be assessed on a case by case basis. Development must provide secure parking in safe, convenient and accessible locations with good natural surveillance. 3. Parking Design All new development must be designed to be fully accessible for all mobility requirements and should maximise walkability through the provision of attractive and safe layouts for pedestrians. Major development proposals should include off-carriageway links for cyclists. Car park surfaces requiring sustainable drainage systems (SUDS) must be designed to provide Heavy Goods Vehicles (HGV) access to allow for the maintenance of the attenuation areas or soakaways. Parking layouts must provide adequate sight lines and meet all manoeuvring requirements, including those for emergency and servicing vehicles. The need for turning facilities should generally be avoided by designing layouts with through routes. Vehicle turn-tables and car stackers will not generally be permitted. 4. Limited Parking or Car Free Housing Development Applicants may be required to contribute towards the implementation of parking controls to prevent on-street parking where development would otherwise affect traffic flow. For sites within existing or proposed controlled parking zones, residents of the new development may be prohibited from obtaining a parking permit, where demand for on street space is already high and would be worsened by the development proposal. This will be secured by a legal agreement. Residential developments below London Plan parking standards will be considered if the site:
Development involving limited parking or car free housing developments must demonstrate that any increase in on-street parking would not adversely affect traffic flows, bus movement, road safety or the amenity of local residents or the local environment. Development will only be permitted if:
5. Car Clubs The Council will encourage proposals for car clubs, especially those that would; support lower levels of off-street parking in new developments; be available to the wider public; and where new car club bays would support or develop the existing car club network. This policy should be read in conjunction with Core Strategy Policies 24, 25 and 26. |
Justification and guidance on implementation
7.1.1 The policy seeks to minimise car parking and to promote sustainable transport options. The Council recognises that a flexible and balanced approach needs to be adopted to prevent excessive car parking provision while at the same time recognising that low on-site provision sometimes increases pressure on existing streets. The Mayor of London has also recognised the need for flexibility in applying the adopted London Plan Standards in different parts of London and is currently working with the Outer London Commission to review residential parking standards. As a starting point, the Council will apply maximum parking standards provided in the London Plan (2011) and set out in Appendix 7 of this document.
7.1.2 The Council is also producing a range of guidance notes for new developments that will seek to protect and improve parking provision, on- and off- street cycle parking, car club services and encourage best practice in design. Where new development may impact on on-street parking pressure, this must be assessed within a Transport Assessment based on a survey methodology agreed with the Council.
7.1.3 It is essential that a design led approach is adopted to ensure parking functions satisfactorily for all users including disabled drivers, pedestrians, cyclists and service vehicles and does not impact negatively on the surrounding streetscape. Well planned and designed parking can have a determining influence on the successfulness of streetscape, can influence development density and is important to the success of all developments.
7.1.4 A ‘one size fits all’ solution is not appropriate, and accessibility to both local facilities and public transport will need to be taken into account when applying London Plan standards.
DMD 46 Vehicle Crossovers and Dropped Kerbs Planning permission for new access onto “A” roads and other busy classified roads 1 will not normally be permitted. Vehicle crossovers and dropped kerbs that allow for off-street parking and access onto roads will be permitted where:
This policy should be read in conjunction with Core Strategy policies 24 and 30 and Transport for London's Technical Guidance on footways and carriages http://www.tfl.gov.uk/assets/downloads/streetscape-guidance-2009-footways-and-carriageways-107.pdf. |
Justification and guidance on implementation
7.2.1 The pressure for off-street road parking continues to see applications for converting domestic front gardens into parking spaces, ultimately resulting in an aesthetic and environmental impact on the character of a street. This may be through various impacts such as the loss of green landscaping and natural drainage, street furniture, or traditional boundary features such as walls, hedges and garden gates, as detailed in Enfield's Characterisation Study (2011).
7.2.2 This policy seeks to ensure that proposals for new vehicular crossovers do not adversely affect traffic flow and road safety, lead to increased pressures on on-street parking or affect the character of the area. The provision of direct frontage crossovers onto busy roads can adversely affect traffic flow and road safety, particularly when their cumulative impacts are taken into account.
7.2.3 The cumulative loss of front gardens over time has a negative impact on suburban form and character of residential areas, placing additional pressure on on-street parking.
7.2.4 Hard standing for vehicles to park on in a front garden should ideally be of a sufficient size which enables a vehicle to enter and leave the site in forward gear where practical. This is particularly important on classified roads, which are generally heavily trafficked, support cycle and bus routes and therefore are also more likely to cater for heavier pedestrian traffic. The ability to turn on-site will negate the need for vehicles to reverse across a footway and on to busy roads, which can create a road safety hazard. However, all applications will be assessed on a case by case basis in line with the above policy. If it can be demonstrated that a vehicle can safely exit a driveway in reverse gear without detrimentally affecting the flow of traffic, particularly buses, then permission may still be granted.
7.2.5 Applications for crossovers are more likely to be approved if there is sufficient road width for other traffic to manoeuvre safely past so as not prejudice the flow of traffic. Congestion in the borough is a particular problem on many roads, as is the resultant impact on bus journey time reliability. Any proposals that would exacerbate this further will not be permitted. Whilst the provision of a single crossover is unlikely to have an impact on congestion when considered in isolation, the cumulative effect of many crossovers along a corridor can affect its capacity. The Council has prepared technical guidance to assist with the design of crossovers.
DMD 47 Access, New Roads and Servicing 1. Non- vehicular Access a) Provisions for pedestrians All developments should make provision for attractive, safe, clearly defined and convenient routes and accesses for pedestrians, including those with disabilities. New pedestrian accesses, routes and footpaths are encouraged and should link with the surrounding street and public right of way networks where appropriate. Development will not be permitted where it compromises existing rights of way, unless alternatives of equivalent or greater attractiveness and convenience are provided. Gated developments will be resisted. b) Provision for cyclists Cycle access to new developments should be designed to ensure cycling is a realistic alternative travel choice to that of the private car. The Council will protect existing off-road routes and the alignment of proposed routes from development, unless alternatives of equivalent of greater attractiveness and convenience are proposed. Where appropriate the Council will seek the provision of segregated cycle routes to adoptable standards as part of a new development. c) Public Transport Applications for development should give consideration to the impact of development on public transport services. Major applications will be expected to demonstrate that existing or proposed public transport capacity can accommodate development proposals, and where necessary, identify opportunities for public transport improvements. 2) Vehicular access and servicing New development will only be permitted if the access and road junction which serves the development is appropriately sited and is of an appropriate scale and configuration and there is no adverse impact on highway safety and the free flow of traffic. New access onto roads with a speed limit above 40mph must comply with design standards within DMRB (The Design Manual for Roads and Bridges). New access onto all other roads must have regard to the Manual for Streets and Manual for Streets 2 or replacement publications. New access and servicing arrangements must ensure vehicles can reach the necessary loading, servicing, and parking areas. Layouts must achieve a safe, convenient and fully accessible environment for pedestrians and cyclists. New development will only be permitted where adequate, safe and functional provision is made for:
New highways should be built to adoptable design, construction, and safety standards. Should developers wish to have new roads adopted under Section 38 of The Highways Act 1980, then specific guidance is available separately. However, the Council will not necessarily adopt all highway layouts and early advice should be sought. This policy should be read in conjunction with Core Strategy policies 24, 25, 26 and 27. |
Justification and guidance on implementation
7.3.1 New development should encourage walking and cycling so that sustainable modes of travel are encouraged. This includes ensuring any new development is of the highest quality, is attractive to use and links in with the surrounding street network. Gated communities are unlikely to achieve these aims. Most new development will require some degree of servicing whether this involves the pick-up and delivery of goods, loading / unloading, refuse collection, and "drop -offs" based on the uses on the site. Development proposals will need to ensure that appropriate space for servicing is integral to the development and design considerations at the outset. It will need to show there are no impacts on the safety of pedestrians, cyclists and other road users. Off-site servicing will only be considered in circumstances where there is no appropriate on-site alternative.
7.3.2 The detailed design of the overall layout of new development is not only essential to achieving its access and servicing needs but also vital to achieving a sustainable development of a quality character.
7.3.3 New development proposals will need to demonstrate that enough space for servicing, circulation and access to, from and through the site is provided. All developments must be fully accessible to pedestrians and cyclists and assist with general movement within an area.
DMD 48 Transport Assessments
Travel Plans
Servicing and Delivery Plans and Construction Logistics Plan
This policy should be read in conjunction with Core Strategy Policy 24 and London Plan Policy 6.3 |
Justification and guidance on implementation
7.4.1 Assessing the transport impact of new development is very important particularly in terms of the likely trip generation in relation to the impact on the existing transport network and the environment.
7.4.2 Travel plans should identify a package of practical mitigation measures and initiatives relating specifically to the needs of a development that provide a genuine alternative to private vehicle use and encourage walking, cycling and travel by public transport. Travel plans should proactively encourage a change in travel behaviour using measures such as car clubs, car park management, penalty payments or restrictions, and any other measures that aid in minimising the number of trips taken by car, imposed through travel plans and secured and monitored via Section 106 agreements. Travel plans may also be required in specific circumstances, for example where proposed development has the potential for significant traffic impact which requires mitigation, or accessibility issues to be addressed. For phased developments where the initial phasing may not reach the specified threshold, but future phases will reach or exceed the threshold, a travel plan will be required for the whole scheme. This will also apply to applications that result in the extension of a site that when combined is at or exceeds the threshold.
7.4.3 All transport assessments and travel plans should be prepared in accordance with guidance from Transport for London. 2
7.4.4 Construction logistic plans (CLPs) and delivery and servicing plans should be prepared in line with the London Freight Plan and coordinated with travel plan’s using guidance produced by TfL 3 4
7.4.5 These plans must be tailored to a site’s requirements and take into account:
1 Road carrying more than 10,000 vehicles per day (two-way). Applications will be assessed on an individual basis and will be subject to traffic flow surveys if such data does not already exist and is available for the Council to use.
2 Transport Assessment Best Practice Guidance (2010) and Travel Planning for new Development in London - incorporating deliveries and servicing (2011).
3 Building a Better Future for Freight: Construction Logistics Plans,TfL.
4 Delivery and Servicing Plans, TFL
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