transport and access for new development - stirling · in stirling. this in turn will contribute to...

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Draft Supplementary Guidance

Stirling Council

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Transport and Accessfor New Development

July 2019

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Contents page

1. Introduction ...................................................................................................... 3

2. Meeting the Travel Demands of New Development .......................... 4On Site Measures ......................................................................................... 7Immediate and Wider Networks ............................................................ 8Developer Contributions .......................................................................... 8Assessment Process ................................................................................. 11

3. Transport Assessments, Statements and Travel Plans ...................... 15

4. Road Safety Audits ........................................................................................ 19

5. Quality Audits ................................................................................................. 20

6. Further Information/Reference Documents ....................................... 21

Appendix A - Parking Standards .................................................................. 22

Appendix B - Car Parking for People with Mobility Difficulties ........ 26

Appendix C - Summary Assessment Sheet .............................................. 27


Transport and Access for New Developments

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1. Introduction

1.1 In order to create accessible places in sustainable locations, new development should be located where safely and conveniently accessible by walking, cycling and public transport, as well as by motor vehicles. The purpose of this guidance is to set out the requirements for new development; setting the framework for how the Council will consider – in full accordance with Designing Streets, SCOTS National Roads Development Guide and Roads for All: Good Practice Guide for Roads – how access and transport issues are effectively and efficiently considered to ensure development occurs in an appropriate manner.

1.2 Ensuring that the travel demands of a new development are met in a manner which enables a safe, convenient and realistic choice of access for all and minimises the impact on the safety and efficiency of existing transport networks will assist in bringing forward good quality developments which maximise choice of travel mode and minimise congestion and pollution in Stirling. This in turn will contribute to maintaining Stirling as an attractive place to work, live and visit and invest.

1.3 Within the Stirling local planning authority area, this guidance is Supplementary Guidance in support of the Stirling Local Development Plan. It supports Primary Policy 3: Provision of Infrastructure and Policy 3.1: Addressing the Travel Demands of New Development of the Local Development Plan. Across the whole Stirling Council area, including that area within the Loch Lomond and the Trossachs National Park, it is intended to provide consistent advice on addressing the travel demands of new development.

“ Ensuring a safe, convenient and realistic choice of access to new development by walking, cycling, public transport as well as by motor vehicles”

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2. Meeting the Travel Demands of New Development

2.1 To meet the objective of ensuring a choice of access to proposed development, an applicant will need to demonstrate their development is safely and conveniently accessible by all modes taking account of the existing network and the travel demand created by the proposed new development.

2.2 Table 1 summarises the minimum requirements for different sizes of development. For the purposes of this supplementary guidance, small, medium and large developments are defined in Table 2. Table 3 provides more detailed notes on meeting the expectations included in Table 1 in relation to walking, cycling, public transport and vehicular access, including parking.

2.3 First and foremost development should aim to reduce travel demands; then seek to ensure residual demand is met by maximising access by walking, cycling and public transport. Only then should the identification of mitigation measures required to accommodate the additional vehicle trips be considered. The travel demands of development should be maximised by walking first, cycling second, public transport third and finally by motor vehicles. Where there are conflicts between any of these modes, the mode(s) higher up this hierarchy will take priority, subject to the function of the place.

Figure 1: Mode hierarchy (from SCOTSNational Road Development Guide)

widernetwork

immediatenetwork

on site

2.4 The location and type of development is critical to the level of measures required either on or off site. Development in the most accessible locations is less likely to require additional measures to ensure a choice of access than those developments in less accessible locations. Where safe and realistic choice of access cannot be provided, the choice of location may be questioned. Achieving the requirements for meeting the travel demands of new development will require measures on-site and to connect development to the immediate network. For larger developments, measures to improve wider networks may also be required.

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Table 1: Minimum requirements for meeting the travel demands of new developmentThis table is a guide to minimum requirements. Precise requirements to ensure a safe and realistic choice of access may vary according to the development type and location.

Scale of Development (see Table 2)Notes

Small Medium Large

WalkingSee Table 3

• Safe access into site


Residential• Safe route to local

facilities


Residential• Safe route to primary

school and local centre

Non-Residential• Safe route to

residential

If no safe walking route exists or can be provided there will be a greater emphasis on supporting measures to meet travel demand by public transport (either via DRT contribution or enhanced City Transport).

CyclingSee Table 3


•Cycle parking/storage

• Safe access into site• Safe link to cycle

network•Cycle parking/storage

and facilities


Residential• Safe route to primary

school and local centre•Cycle storage

Non-Residential• Safe route to

residential•Cycle parking for

visitors/parking (storage and facilities for staff

If no safe cycling route exists or can be provided there will be a greater emphasis on supporting measures to meet travel demand by public transport (either via DRT contribution or enhanced City Transport).

PublicTransportSee Table 3

Urban:• Safe walking route to

closest bus stops

Rural:• Safe walking route to

closest bus stop and/or contribution to Demand Responsive Transport (DRT) Service

Urban:• Safe walking route to

closest bus stops with shelter

•Minimum 3 buses per hour to key destinations

Rural:• Safe walking route to

closest bus stop with shelter

•Contribution to DRT

VehicularAccessSee Table 3


•Roadside bin collection

• Safe access into site•Roadside bin

collection•Minimise impact

on immediate road network

•Contribution to City Transport Plan or rural corridor or centre package (where applicable)

• Safe access into site•Roadside bin

collection•Minimise impact

on immediate road network

•Contribution to City Transport Plan or rural corridor or centre package (where applicable)

See Developer Contributions SG for information on waste collectionsImpacts on the wider road network will, in the City area, generally be addressed through contributions to the City Transport Plan. However, some development may be expected to minimise its impact on the road network that is not immediate to the site.

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Scale of Development (see Table 2)Notes

Small Medium LargeCar ParkingSee Table 3 &Appendix B

Residential: Standards apply unless development is within a Controlled Parking Zone when reduced standards will be considered

CPZ – Controlled Parking Zone.

The provision of electric car charging facilities will be encouraged.

Non-residential: Urban (within CPZ) - Reduced maximum standard may be considered Urban (outwith CPZ) - Maximum standard applies Rural - Standard applies

Transport Statement & AssessmentSee Section 3

Transport Statement required

Assessment may be required

Transport Assessment required

May be required for smaller developments where specific transport issues need to be addressed in relation to a trunk road, or development in a rural location

Travel PlanSee Section 3

Residential: Required Travel plans may be requested for medium-sized development if the travel plan may help address transport related problems in the vicinity or if a good choice of access to the site cannot be provided

Non-residential: May be required

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Table 2: Scale of Development

Small Medium Large

Class 1 - Shops Food

Less than 250m² (gross floor area) 250 m2 – 1,000m² More than 1,000m²

Non-food Less than 500m² 500 m2 – 1,000m² More than 1,000m²

Class 2 - Financial and Professional Services

Less than 200m² 200m2 – 1,000m² More than 1,000m²

Class 3 - Restaurants and Cafes Less than 250m² More than 250m²

Class 4 - Business Less than 1,250m² 1,250m2 – 2,500m² More than 2,500m²

Class 5 - General Industry Less than 2,500m² 2,500m2 – 5,000m² More than 5,000m²

Class 6 - Storage or Distribution Less than 500m² 500m²-10,000m² More than 10,000m²

Class 7 - Hotels and Hostels Less than 30 bedrooms 30 to 70 bedrooms More than 70 bedrooms

Class 8 - Residential Institutions Fewer than 30 Residents 30 to 70 Residents More than 70 residents

Hospitals More than 2,500m²

Class 9 - Houses Within Settlement

Less than 15 dwellings 15 –50 dwellings More than 50 dwellings

Out with Settlement Total building group (existing & proposed)

Less than 10 dwellings

Total building group (existing & proposed) 10 or more dwellings

Class 10 - Non-residential Institutions

Less than 200m²Fewer than 25 v/h 200 m2 – 500 m² More than 500m²

Higher and further education 0-50 students and staff

>50 students and staff or more than 2,500 m²

whichever is the smaller

Class 11 - Assembly and Leisure Cinemas and Conference facilities

>1000m²

Leisure Facilities >1000m²

NB: This table is indicative only. The requirements for meeting the travel demands of new development – including the need for Transport Appraisal or Statement; Travel Plan and Developer Contributions – will be determined on a site-by-site basis.

On Site Measures2.5 The achievement of a safe and realistic choice of access needs to be achieved within the

context of the overall design of the development; these two processes therefore must be progressed in parallel, with both the Council and the applicant having responsibility to ensure collaborative working between all relevant parties.

2.6 The form and layout of development can determine the permeability of a site and how it connects with surrounding development and networks. Form and layout can therefore affect the ease of access by pedestrians, cyclists and public transport. Equally, the design of the street – beyond its traditional functions must consider its functionality as a place.

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2.7 This document is not a guide to street or development design, but sets out the minimum access requirements to be considered within the wider design process. Applicants must demonstrate consideration of Designing Streets, SCOTS National Roads Development Guide and Roads for All: Good Practice Guide for Roads.

Immediate and Wider Networks2.8 The travel demands generated by development will impact both on the transport networks

in the immediate vicinity of the development, which can be dealt with through individual planning applications, and also on transport networks within the wider area of the development which arise as a result of cumulative development. Only addressing the travel demands within the immediate vicinity of the development, for example junctions onto the road network, will not address the cumulative increases in pressure on travel networks that are a result of development within that area, which may require off site measures.

2.9 To enable growth and development in a sustainable and equitable manner, Stirling Council has established a mechanism which enables the Council to collect contributions from developments which, cumulatively, impact the wider Stirling City Area Network. Full details are set out in the Developer Contributions Supplementary Guidance and summarised below.

Developer Contributions2.10 Development within the City Area: The City Area Transport Plan within the Council’s

Local Transport Strategy identifies a package of essential measures which will mitigate the cumulative impact of development identified in the Stirling Local Development Plan 2018. These essential measures include minor projects such as junction improvements and active travel routes as well as major schemes which have no committed funding sources.

2.11 A transport model has been used to forecast traffic movements in the year 2027 and quantify which trips are from new development. For the purposes of the Developer Contributions SG, the Stirling city area has been divided into 16 sectors (Figure 2) to better understand the direct impact that vehicle trips generated by development will have on the transport network in different parts of the city.

2.12 All medium and large developments will be required to make contributions to mitigate their impacts to the transport network. The level of contribution will be calculated on a ‘cost-per-trip’ basis, taking account of a contribution rate established for each sector; the number of trips generated by the proposed development, established by its Transport Statement/Appraisal, and their distribution; and the costs of the proposed improvement measures for each sector.

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Figure 2: City Transport Area - Sectors

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2.13 Development in an area served by Demand Responsive Transport (DRT): The Council provides a demand responsive public transport (DRT) service in the more remote areas that are inadequately served by commercial public transport services. The cost of providing this DRT service in any of these areas is directly related to the number of trips generated in the area. Consequently any new development in those areas will be expected to increase the demand on the DRT and a contribution will be sought in this regard.

2.14 It should also be noted that as development is expected to be accessible by a realistic choice of modes, this means that development should ensure that it is accessible by public transport (either by a fixed route service or a demand responsive service). New development will therefore be expected to provide a level of support to DRT commensurate with the expected level of public transport access to the site. In the interests of not overburdening ‘small’ developments with additional costs, there will be no requirement for this scale of development to make such a contribution.

2.15 Development in an area with a defined Action Plan: Where there are identified transport problems within a certain centres or corridors (outside the Stirling City Area), the Council may approve a costed action plan as identified within the Town, Villages and Rural Area Transport Plan. Development adding to existing problems in such a centre or corridor may be required to make contributions to support the identified package of measures.

2.16 Developments in rural locations: Where a development proposal located in a rural location results in a building group or cluster exceeding 10 dwellings in size (as defined in Supplementary Guidance on Housing in the Countryside and Small Settlements) a transport statement or assessment may be requested so that the cumulative travel demands of the new, and wider development cluster, can be fully considered. (see SG Small Settlements, paragraph 4.13).

Key issues to be addressed:

• What impact has/would growth see on local and strategic road networks, including accesses, passing places, visibility splays, reduced speed limits, demand for pedestrian crossing facilities, footpaths and street lighting, are there any known road safety concerns?

• Are there opportunities to encourage trips via alternatives to the private car – e.g. access to forms of public transport, or pedestrian/cycle links to nearest facilities, services and bus stops?

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Assessment Process2.17 To meet the objective of ensuring a realistic choice of access to a development, development

will need to demonstrate it is safely and conveniently accessible by pedestrians, cyclists and public transport users, with the starting point being the minimum requirements set out in Table 1.

Pre-application discussion

Scoping

Transport Assessment or Statement/Travel Plan

DeterminationPlanning Permission with/without conditions

Voluntary agreements (s. 74, s.69)Road Construction Consent

Monitoring and Enforcement

2.18 It will be helpful if you consider these expectations before submitting your application. Pre-application discussions with the Council will assist this, and is actively encouraged.

2.19 The Transport Team will make a recommendation of approval or refusal to the Planning Team based on how you meet these expectations. Failure to meet these expectations could mean that your development may be recommended for refusal. We will use the Summary Assessment Sheet (Appendix C) to evidence how the transport and access requirements of the development have been met when making our recommendations.

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2.20 Most developments will be on local roads where Stirling Council is the roads authority and will be responsible for assessing the transport and access implications of your development. However, Transport Scotland will also be involved in the process if your development is:

• within 67m of a trunk road; or

• consists of, or includes, the formation, laying out or alteration of any means of access to a trunk road; or

• is likely to result in a material increase in the volume, or a material change in the character of traffic entering or leaving a trunk road ; or

• affects a proposed trunk road.

The trunk roads are: M9 and M80; A9 north of Dunblane; A82; A84; and A85. If the development affects the rail network then Network Rail will need to be consulted.

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Table 3: Supporting Information: How requirements can be met.

Mode Development Aim How is this achieved? Key Site Considerations

Walking All pedestrian access should be designed to address the access needs of people with mobility difficulties. By designing for people with mobility difficulties, this maximises the number of people who can access the site as well as providing a quality environment for all users.

• Ensuring minimum footway widths

•Minimising obstructions on pedestrian desire lines

•Removing steps on pedestrian desire lines, including the use of dropped kerbs, or raised tables where pedestrian desire lines cross vehicular routes

• Ensuring road crossings have facilities for people with disabilities (dropped kerbs, audible signals and rotating knobs on controlled crossings

• Povide connections to Green Corridors and existing National Cycle Network Routes

Medium and large developments will be expected to ensure that a safe pedestrian route is available to reasonable origins and destinations, including:• Local schools• Local facilities (shops, health

centres, leisure facilities)• Employment centres•Residential areas• Public transport corridors (bus

stops, rail stations)

Cycling Subject to the scale of the development, provision for cyclists may be required to be segregated from general traffic. Where the development being considered is to be used by, or is near, vulnerable groups (such as school children) then separate provision from traffic is most likely to be required to enable safe cycle access. More commonly, it is appropriate for cycle access to be shared with vehicles.Particular attention will need to be paid at locations where cyclists may be in a vulnerable position.

•Reducing the volume of traffic•Reducing the speed of traffic• Providing cycle lanes within the

road, or segregated facilities where appropriate

• Providing connections to Green Corridors and existing National Cycle Network routes

• Provision of cycle parking, storage and changing facilities (note: cycle parking shall be located in a convenient and secure location for users)

Medium and large developments will be expected to ensure that a safe cycle route is available to reasonable origins and destinations, including:• Local schools• Local facilities (shops, health

centres, leisure facilities)• Employment centres•Residential areas• Public transport corridors (bus

stops, rail stations)

PublicTransport

Development will require to be accessible by public transport if the develop-ment is to be considered realistically accessible by a choice of modes. This will mean all developments should provide pedestrian access from public trans-port (bus stops, or bus or rail stations) to the site.

• Provision of passenger facilities such as raised bus border and bus shelters

• Ensuring bus permeability through development sites

• Support fixed route public transport services through financial contributions (including services provided by park and ride services) or for developments in rural locations, support demand responsive bus services

• Provide bus priority measures

For accessibility of housing to public transport the recommended guidelines are less than 400m to bus services and up to 800m to rail services.

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Mode Development Aim How is this achieved? Key Site Considerations

Motor Vehicles

Access for motor vehicles must be designed to ensure safe entry and exit for all site users, and minimise the impact of the development on the efficiency of the transport networks in the vicinity of the site.

• Ensuring adequate visibility is provided (at both the site access and any internal junctions)

• Ensuring traffic generated by the development does not impact on the existing road network

•Mitigation measures to ensure the continued safety and convenience of pedestrians and cyclists

•Adequate car parking provision, including car parking for people with mobility difficulties and electric charging points

Residential streets should be designed to be a safe environment for all road users. In essence, motorists need to be travelling at a speed where they can react to children being in the road. There are various ways this can be achieved within the street design, from traffic calming to shared surface home zones. Whatever the solution, it needs to fit the place and the function of the street.

Car free developments will be considered where the following criteria can be met:• There are car parking controls

within a reasonable park and walk distance of the development (i.e. located wholly within a Controlled Parking Zone (CPZ))

•Council on-street residential permits will not be permitted to residents of the development

• The development demonstrates a commitment to enable its travel demands to be met by walking, cycling and public transport

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3. Transport Assessments, Statements and Travel Plans

3.1 Definitions

A TRANSPORT ASSESSMENT (TA) is a document that examines the ability of a development to meet sustainable transport requirements. It is also an examination of the ability of the transportation network, both internal and external of the development red line boundary to sustain the transportation impact of the development in an appropriate way.

A TRANSPORT STATEMENT (TS) is less detailed than a full TA. Under some circumstances it will not be necessary to conduct a full assessment and, as such, some aspects of a full TA will not be required.

A TRAVEL PLAN (TP) is a living document designed to maximise access to and from the development by sustainable travel modes, and minimise the use of single occupancy car travel. It achieves this by presenting realistic and cost effective alternatives to single occupancy car travel. The TP will be modified over the operation phase of a development to take account of changing circumstances or failure to meet targets. Typically this will be preceded during the application process by a Travel Plan Framework (TPF) which will set the context from which the TP shall be developed. A TP may include penalties if targets are not met.

3.2 We may require a TS for ‘medium’ or ‘large’ sized development. A TS may be requested for those developments which we feel would benefit from additional background data to identify how the travel demands of a development are to be met but where we feel a full transport assessment is not required. A TA will usually be required for a ‘large’ development where the transport and access implications of the development are likely to be significant. However the Council and Transport Scotland reserve the right to request a transport assessment for any development where it is considered appropriate because of the relative scale of impact of a development. Further guidance as to the when each document is required is set out in Table 1 above.

3.3 Further guidance on the development of the above documents is contained within Transport Scotland: Transport Assessment Guidance:

https://www.transport.gov.scot/media/4589/planning_reform_-_dpmtag_-_development_management__dpmtag_ref__17__-_transport_assessment_guidance_final_-_june_2012.pdf

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Figure 3: Key Elements of a Transport Assessment

3.4 Scoping

Where a TA, TS or TP is or may be needed it is important that the scope of the assessment is agreed at an early stage. Initial discussion (and ongoing discussion at key stages as the document is developed) will assist in the process of assessing the development impact and minimise the potential of unnecessary work.

Development Traffic People Details of proposed development

Development location

Current planning status of proposed development

Existing/historical site uses

Committed development/infrastructure

Details of phased development (if applicable)

Surveys undertaken/ required and methods

Details of network/ development peaks

Predicted growth

Proposed assessment periods

Assessment years

Proposed vehicle trip rates/ generation

Proposed service vehicle trip rates/ generation

Proposed trip distribution

Road Network Impacts

Parking Provision

Proposed percentage modal split

Proposed person trip rates/ generation

Impacts on other public sector organisations/ third parties

Sustainable Transport Provisions (existing/proposed) Public Transport Impacts Details of Travel Plan to be provided

Other relevant information

Measures to influence travel to the site - Location and scale - Layout and design - Promoting individual modes - Managing car use and parking - Awareness raising and marketing - Incentives to individuals

Assessment of travel characteristics - Accessibility by different modes - Calculate numbers who could reach it - Predict numbers travelling by each mode

Assessment of impacts - Impacts on safety, congestion, environment, local accessibility, parking and local community

3

2

1

Alter scale, design or layout?

Strengthen measures toinfluence the site?

Redesign parking and road?

Mitigate for impacts?

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3.5 The scoping will identify key elements for the assessment including the study area, methodology for (person) trip generation, mode share and distribution and any requirements for modelling. The scoping process will also identify whether or not a travel plan will be required.

3.6 If the development is located on the trunk road network Transport Scotland will be the responsible highway authority and take the lead on agreeing the scope and assessing the transport assessment. Where a development is on a non-trunk road but will affect a trunk road the scoping and assessment will involve both Transport Scotland and Stirling Council.

3.7 Travel Plans

The travel plan is an important tool to managing the traffic generation – and so it is an important consideration in assessing the transport and access issues in relation in a development.

3.8 What are the advantages of a Travel Plan?

Travel Plans can give your organisation a competitive advantage by:

• saving money by reducing the amount of car parking provision required. Land can also be used for other purposes e.g. building development;

• providing revenue through car park charging;

• enhancing recruitment packages, business image and public profile;

• improved productivity from a healthier workforce will also save on sick leave costs;

• meeting corporate goals e.g. corporate and social responsibility, quality assurance and environmental management, including making positive contributions to reducing greenhouse gas emissions and mitigating against climate change.

3.9 What must the Travel Plan contain?

• targets for the numbers of vehicles accessing the site;

• a programme of measures to support more sustainable travel, and control vehicular access, to achieve the above target – with key milestone dates for delivery identified;

• an identified post within the organisation to be responsible for delivery of the travel plan;

• a monitoring regime to identify if or when the targets and/or milestones are being met. This regime must also include agreed dates on which to report progress against the targets and/or milestones to the Council.

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3.10 Enforcement

Bonds will be required (usually via voluntary agreements, such as a section 75 planning obligations) to enable previously agreed measures to be implemented if the development does not meet agreed targets or milestones. These measures would seek alternative means of achieving the modal share targets set, or if the modal share target has been shown to be unachievable, to fund measures which take account of the higher than anticipated traffic generation of the site.

3.11 The bonds may also be triggered by progress reports not being submitted. Without the progress reports we will be unable to assess whether agreed targets and/or milestones are being met.

3.12 The implementation of all travel plans will be expected to have commenced – and the initial milestones achieved - prior to the opening of the development.

3.13 Development applications where the end user is known – will be required to submit a full travel plan in support of the application. Development applications where the end user is not yet known will be required to provide guarantees that a travel plan will be implemented by or on behalf of the end user to meet the agreed vehicular trip targets (for example – the sale or lease of the site includes a covenant which requires the end user to implement a travel plan OR the owner of the site commits to the implementation of the plan. In all cases, bonds will be required to implement appropriate measures if the agreed vehicular modal share is not met).

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4. Road Safety Audits

4.1 A Road Safety Audit (RSA) is the evaluation of road schemes during design and construction to identify potential safety hazards that may affect any type of road user before the scheme is opened to traffic, and to suggest any practical measures to eliminate or mitigate those problems. This is a formal process resulting in a signed Road Safety Audit Report.

4.2 Within the planning process, at the pre-application discussion stage, the developer can discuss RSA requirements with the Transport Team. The criteria used to determine the requirement for a RSA, in respect of a new development, is set out in Table 4 below:

Table 4: Criteria for determining when a Road Safety Audit is required

A Road Safety Audit is required.....

• Where there is a new access to the existing road network as a result of the development, and the daily flow is expected to exceed 200 vehicles per day (or 20 vehicles on the peak hour);

• Where there is an intensification of an existing access on the road network as a result of the development, and the daily flow is expected to increase by 5% or 200 vehicles per day (or 20 vehicles on the peak hour);

• Where there is a change in junction control as a result of the development, e.g. a roundabout to traffic signals;

• For those developments where a TA is required;

• For those developments where there is a significant change in modal split;

• For those developments where there is special consideration to road safety matters, where the development traffic could substantially affect a road with a sensitive existing land use type, e.g. a school or hospital;

• Where otherwise deemed necessary by the Roads Authority in the interests of road safety.

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5. Quality Audits

5.1 The Quality Audit (QA) process aims to enable more innovative design solutions where overly safety-cautious practises can be omitted in favour of creating places that are high quality and enjoyable to use.

5.2 A QA draws together assessments by various professionals, and each may be undertaken within particular guidelines. By grouping the assessments together, any compromise in the design will be apparent, making it easier for decision makers to view the scheme in the round.

5.3 A QA should be integral to the design and implementation and not a tick box exercise. A typical audit may include some of the following assessments but the content will depend on the type of scheme and the objectives which the scheme is seeking to meet:

• An audit of visual quality;

• A review of how the street will be used by the community;

• A Road Safety Audit;

• An inclusive access audit;

• A walking audit;

• A cycling audit.

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6. Further Information/Reference Documents

Designing Street: A Policy Statement for Scotland: https://www.gov.scot/publications/designing-streets-policy-statement-scotland/

National Roads Development Guide: http://www.scotsnet.org.uk/documents/national-roads-development-guide.pdf

Roads for All Good Practice Guide for Roads: https://www.transport.gov.scot/media/30228/j256264.pdf

Scottish Planning Policy: https://www.gov.scot/publications/scottish-planning-policy/

Planning Advice Note: PAN 75 – Planning for Transport: https://www.gov.scot/publications/planning-advice-note-pan-75-planning-transport/

Transport Assessment Guidance: https://www.transport.gov.scot/media/4589/planning_reform_-_dpmtag_-_development_

management__dpmtag_ref__17__-_transport_assessment_guidance_final_-_june_2012.pdf

Cycling by Design: https://www.transport.gov.scot/media/33803/cycling_by_design_2010__rev_1__

june_2011_.pdf

SUSTRANS National Cycle Network: https://www.sustrans.org.uk/map-ncn

SUSTRANS Design Guidance: https://www.sustrans.org.uk/our-services/our-expertise/route-design/sustrans-design-

guidance

Making Transport Accessible for Passengers and Pedestrians: Inclusive Mobility: https://www.gov.uk/government/publications/inclusive-mobility

Scottish Governments on-line travel planning tool – Choose Another Way: https://www2.gov.scot/Publications/2008/06/23093233/0

Travel Planning on-line tool - Travel Know How: https://www.travelknowhowscotland.co.uk/

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Appendix A: Parking StandardsType of

DevelopmentCycles

(minimum provision)Cars

(appropriate provision) Comment

Staff/Residents Visitors

Class 1Within Network Centres

1 space +1 space per 20 staff

1 space +1 space/250m2

(gross floor area)

Customers: 4.0 spaces/100m2

Staff: 1.2 spaces/100m2

Service: 0.2 spaces/100m2

Minimum permissible provision

Food Superstore(standalone)

1 space/14m2 Maxima threshold 1,000m2

Non-Food Retail Parks 1 space/20m2 Maxima threshold 1,000m2

DIY Superstore(standalone)


Markets & Car Boot Sales

1 space per stallholder/pitch +1 space/50m2 sales area

Cash & Carry Warehouses

1 space/14m2

Motor Trade Vehicle Display Area

Customers:1 space/25m2

4 spaces per service bay4 spaces per service bay2 spaces per service bay5 spaces queuing space1 space/50m2

Staff ???

Includes showrooms and any external display area. Customer provision must be reserved and marked for customer use. Developers will be required to demonstrate that space has been allowed for storage of new/use cars and other operational requirements.

Spare Department

Servicing/bodywork

Tyre & Exhaust Centre

Car Wash

Scrap Yards

Petrol Filling Stations 1 space per 3 staff at busiest time

Additional parking to be assessed if there is a shop

Car Auction Rooms 1 space/25m2 display +1 space per 3 staff

Class 2 Offices


1 space/400m2


Banks 1 space/10m2 public floor space + 1 space /3 staff

1 suitable space for security van

Class 3Restaurants /Cafes(for public houses see under Class 11)


1 space +1 space/100m2

public floorspace

1 space/10m2

Class 4Office Accommodation

1 space/400m2

1 space +1 space/1,000m2


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Type ofDevelopment

Cycles(minimum provision)

Cars(appropriate provision) Comment


Class 5 Factories & Workshops 1 space/

1,000m21 space 1 space/50m2 Special provision may be

required for buses

Business Park 1 space/30m2

More parking may be required for development <2,500m2 Science park/High

Tech Industry

1 space 30m2

Class 6Warehousing (non-sales)

1 space/1,600m2

1 space +1 space/6,000m2

1 space/200m2 Office space to be assessed separately.

Class 7Hotel/Guest House

1 space +1 space/20 staff

1 space/10 beds

1 space/bedroom +1 space/3 staff

Class 8Hospitals 1 space +

1 space/20 staff

1 space/2consultingrooms +1 space/20beds

1.5 space/bed

Nursing Homes 1 space/4 residents Includes provision forstaff and visitors

Class 9Houses - 1-2 bedrooms - 3-4 bedrooms - 5 or more bedrooms

Allocated Spaces Visitors Spaces Unallocated spaces shall be provided in the form of laybys or by off-street car parks

1 space2 spaces3 spaces

0.5 space0.25 spaces0.25 spaces

Flats - up to 20 flats - more than 20 flats

1 space/flat 1 space/10 flats at main entrance

1.5 unallocated spaces/flat1.25 unallocated spaces/flat

Dependant on location (e.g. town centre development may need a reduced level of parking. For development of over 20 flats, space to be set aside for 0.25 spaces per dwelling, if required in future

Amenity/Sheltered Housing

1 space/dwelling +0.25 visitor spaces/dwelling

Space to be set aside for 0.25 spaces per dwelling, if required in future

Student Accommodation & Halls of Residence

1 space/flat 2 spaces at main entrance

1 space/6 students (12 students if on campus) +1 space/3 staff +1 space/warden

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Type ofDevelopment




Class 10 Nurseries & Primary School 1 space/10

classrooms4 spaces/ classroom

1 space/staff member Provision of drop-off/pick-up point required

Secondary School 1 space/staff member Provision for buses where required

Higher & Further Education

1 space/35m2

1 spaces at main entrance

1 space/2 staff members +1 space/15 students (totalnumber of studentsattending the establishment)

Health Centres/Clinics including dentists and veterinary surgeries


1 space/2 consulting rooms +1 space/20 beds

4 spaces/consulting room +1 space/practitioner +1 space/3 other staff

Libraries 1 space/30m2 +1 space/3 staff

Museums/Public Art Galleries

1 space/30m2 public display space +1 space/3 staff

Churches 1 space/10 seats

Class 11 Social Clubs/Function Rooms/Public Houses Licenced Clubs/Dance Halls


1 space +1 space/50 seats or 100m2 or 10 visitors

1 space/4 public seats or 10m2

+1 space/3 staff

Dependant on location

Higher requirement will apply in rural locations

Cinemas/Bingo Halls Theatres/Conference Facilities

1 space/5 seats Special provision may be required for buses and coaches

Maxima threshold 1,000m2

Swimming Baths 1 space/100m2 pool area

Snooker Halls 1 space/table

Bowling Alleys 2 spaces/lane

Gymnasium 1 space/20m2 +1 space/3 staff

Other Sports Facilities 1 space/2 players (peak times)+1 space/10 seat (spectators) +1 space/3 staff (peak times)

Golf Courses 1 space/3 staff3 spaces/hole

Stadia 1 space/15 seats

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Type ofDevelopment




Caravan/Campsites1 space +1 space/10 staff

1 space +1 space/50 seats or 100m2 or 10 visitors

1 space/3 staff +1 space/pitch +1 visitors space/10 pitches

Leisure (not specified) 1 space/22m2 or 5 seats

Community Facilities 1 space/10m2 Dependant on location

Crematoria 1 space/seat

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Appendix B: Car Parking for People with Mobility DifficultiesType of

DevelopmentSize of Car Park Minimum Number of

Spaces Designated for Mobility Parking

Comment

Employment Up to 200 spaces 1 space/disabled employee+ 2 spaces or 5% (whicheveris greater) Minimum 2 spaces

Over 200 spaces 6 spaces + 2% total number

Retail, Leisure or Recreational

Up to 200 spaces 6% total number

Minimum 3 spacesOver 200 spaces 4 spaces + 4% total number

Other Type Any 5% total number + spaces for regular users requiring spaces

Minimum 1 space

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Appendix C: Summary Assessment SheetThe summary assessment sheet below will be submitted by the Roads Improvement andDevelopment Team to support the recommendation to the Planning Team.

Reference:

Proposal:

Location:

How is the development accessible by pedestrians? (e.g. routes to facilities/crossings/direct access to site)

How is the development accessible by cyclists? (e.g. routes to facilities/crossings/access into site/parking)

How is the development accessible by public transport users? (e.g. routes to bus stops/stations/frequency of service)

Have potential adverse impacts of motor vehicles been accounted for? (e.g. safe access/impact on network/car parking)

Is a Travel Plan required?If so, outline key proposals and car modal share target

Are CTS/Public Transport/P&R contributions required?

Are other measures required to ensure:

That there is a realistic choice of access to the site and/or the impact of development on the safety and efficiency of the transport network is minimised

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Planning ServicesPlanning and Building Standards InfrastructureTeith HouseKerse RoadStirlingFK7 7QA

Stirling Council:Phone: 01786 404040Email: [email protected] www.stirling.gov.uk

FormatsIf you need help or this information supplied in an alternative format please call 01786 404040.

Stir

ling

Coun

cil J

uly

2019