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G5 Parking

CHAPTER AIMS

• Emphasise the importance of providing sufficient good-quality cycle parking in all new residential developments to meet the needs of residents and visitors.
• Explain how the parking of vehicles is a key function of most streets in residential areas and that it needs to be properly considered in the design process.
• Confirm that, having regard to the policy in Scottish Planning Policy 17: Planning for Transport¹, designers need to recognise the mode hierarchy and adopt good design principles to enhance walking, cycling and public transport facilities with more emphasis on minimising the dominance of the car whether moving or parked.
• Describe how providing a level of car parking below normal demand levels can be appropriate in some situations.
• Explain the efficiency benefits of unallocated car parking and the need to meet at least some of the normal demand on the street.
• Offer guidance on footway parking.
• Give guidance on the size of parking spaces for cycles, cars and motorcycles.

G5.1 INTRODUCTION

G5.1.1 Accommodating parked vehicles is a key function of most streets, particularly in residential areas. While the greatest demand is for parking cars, there is also a need to consider the parking of cycles, motorcycles and in some circumstances, service vehicles. Where there is a need to regulate parking, this should be done by making appropriate traffic regulation orders ( TROs) and signing and marking in accordance with the Traffic Signs Regulations and General Directions 2002 ( TSRGD)². Guidance is also provided in the Traffic Signs Manual³.

G5.1.2 The level of parking provision and its location has a key influence on the form and quality of a development, and the choices people make in how they travel. The way cars are parked is a key factor for many issues, such as visual quality, street activity, interaction between residents and safety.

G5.1.3 A failure to properly consider this issue is likely to lead to inappropriate parking behaviour, resulting in poor and unsafe conditions for pedestrians, including the disabled and mobility impaired.

G5.1.4 Parking can be provided on or off the street. Off-street parking includes parking within a curtilage (on-plot) or in off-street parking areas (off-plot).

G5.2 CYCLE PARKING

G5.2.1 Providing enough convenient and secure cycle parking at people's homes and other locations for both residents and visitors is critical to increasing the use of cycles. In residential developments, designers should aim to make access to cycle storage at least as convenient as access to car parking.

G5.2.2 The need for convenient, safe and secure cycle parking in new developments is recognised in Scottish Planning Policy 17: Planning for Transport⁴ ( SPP17) which recommends that cycle provision should be located near to building entrances and cycle parking standards should take into account local circumstances, the local authority's development guidelines and Table 11.1 of Cycling by Design⁵.

DETERMINING THE AMOUNT OF CYCLE PARKING

G5.2.3 Dependant on development type, shared cycle parking is normally more efficient than providing sufficient space within each dwelling for the maximum possible number of cycles. Shared cycle parking facilities should be secure and convenient to use.

G5.2.4 The amount of cycle parking in a shared facility will depend on the overall number of cycles anticipated across the scheme, based on average cycle-ownership levels. This number can vary considerably depending on circumstances.

G5.2.5 Houses tend to have higher levels of cycle ownership than flats. However, it is important to note that desired ownership is likely to be considerably higher than actual ownership in flats, due to the current difficulty or impossibility of bike storage in many flats.

G5.2.6 The amount of provision will also vary depending on the type of development. Cycle use can be expected to be relatively high in places such as student accommodation. In sheltered housing or housing for older people, lower provision is likely to be more appropriate.

G5.2.7 When assessing the effect of location, census data on the proportion of trips to work made by cycle provides a useful proxy for assessing the likely level of cycle ownership. Alternatively, post development monitoring of new sites provides an opportunity to learn extensively about cycle ownership and usage.

G5.2.8 Research carried out by the Scottish Executive in 2005 ⁶ found that the proportion of households where at least one bicycle is owned is around 50%, with the average number of people within households who own a bicycle(s) being 1.08. Designing Streets recommends that the potential for one cycle to be owned by each resident should be considered during the design process.

VISITORS AND MIXED USE AREAS

G5.2.9 Providing cycle parking for visitors is important when planning new developments and modifying existing streets. In residential areas, the amount and location of visitor parking can be informed by the amount of cycle parking available to residents and the targeted modal share of visitor trips. This could also be linked into any Travel Plan measures identified at the planning stage.

G5.2.10 In some cases, visitors may be able to use spare space within residential cycle parking facilities, whether shared or individual. Some provision in the public realm may also be appropriate, particularly where residents' provision is not easily accessed by visitors.

G5.2.11 In mixed-use areas and where there are commercial or communal facilities in a residential neighbourhood, well-located and convenient public cycle-parking will normally be necessary.

DESIGN SOLUTIONS FOR RESIDENTIAL CYCLE PARKING

G5.2.12 Cycles are often kept in garages and this can be convenient and secure if located near the front of the property. However, garages are not normally designed for cycle storage and the proportion of housing schemes with individual garages is declining.

G5.2.13 Greater consideration needs to be given to the provision of bespoke cycle storage. Many flats and houses do not have any suitable provision and the proportion of housing schemes with individual garages is also declining. Cycles are not suited to overnight storage outdoors as they are vulnerable to theft and adverse weather. At the very least, any outdoor cycle parking needs to be covered, and preferably lockable (Fig. G5.1).

Figure G5.1 Secure cycle storage ( WSP, Leith).

G5.2.14 If no cycle parking is provided, this may affect the way garages are used. This aspect, among others, will inform decisions on whether garages count fully towards car-parking provision (see paragraph G5.3.4 below).

G5.2.15 Where separate cycle-parking is provided within the building, it needs to be conveniently located, close to the main point of access. Where cycle parking is to be provided within a separate building, such as a detached garage or other outbuildings, it will need to be secure, with doors designed for easy access.

G5.2.16 In flats, cycle parking has often been inadequate, leading to cycles being stored in hallways or balconies. For new developments, the storage of cycles is an important consideration.

G5.2.17 For ground-floor flats, or where adequately-sized lifts are provided, storage within the accommodation may be an option, but it will need to be expressly considered in the design and it will be important to ensure that cycles can be brought into the building easily and quickly.

G5.2.18 Cycle parking for flats can also be located in communal areas, such as in hallways or under stairs, but, if so, it needs to be properly designed in order to prevent parked cycles becoming a nuisance for residents. If parking is to be located on upper floors, adequately-sized lifts need to be considered.

G5.2.19 Another option is to provide communal cycle-parking in secure facilities, such as in underground car parks, in purpose-designed buildings or in extensions to buildings.

G5.2.20 Visitor cycle-parking in the public realm is best provided in well-overlooked areas, which may often be the street itself (Fig. G5.2). Although there is a wide variety of design options, simple and unobtrusive solutions, such as Sheffield stands (Fig. G5.3), are preferred. Some bespoke designs are not so convenient, for example they may not allow both wheels to be easily locked to the stand (Fig. G5.4).

Figure G5.2 Cycle parking that has good surveillance and is at a key location - in this example near a hospital entrance.

Figure G5.3 Sheffield stands are simple and effective. The design allows the bicycle frame and wheels to be easily locked to the stand. Note the tapping rail near ground level and the reflective bands on the uprights.

Figure G5.4 A contemporary design for cycle parking - note that this arrangement is not so convenient for locking both wheels to the stand ( WSP, Scottish Parliament).

G5.2.21 Cycle stands need to be located clear of pedestrian desire lines, and generally closer to the carriageway than to buildings. They should be detectable by blind or partially sighted people. A ground level tapping rail at either end of a run of stands should be provided.

G5.2.22 The preferred spacing of these stands is about 1 m, so that two cycles can be stored per metre run. Where space is limited, an absolute minimum spacing of 800 mm may be used, although this will make it more difficult for cycles with baskets and panniers to be stored. The outermost stands should be no closer than 500 mm to a parallel wall. In addition, there should be at least 500 mm clear space between the ends of individual stands and any wall. As set out in Cycling by Design⁵.

G5.2.23 Where cycle parking is provided internally, the indicative dimensions shown in Figs G5.5 and G5.6 are appropriate.

Figure G5.5 Typical Cycle Store Layout⁵

Figure G5.6 Typical Cycle Locker⁵

G5.2.24 Overall space requirements can be reduced where cycles are stored on-end or in two layers using rack systems, but such storage is often not as easy to use by everyone, and is a less desirable option than parking on the ground.

G5.2.25 When provided in conjunction with surveillance, cycle lockers offer a secure parking facility which allows accessories to be stored and provides weather protection (see figure G5.6).

G5.2.26 Lockers may be operated by coin or token, or be secured by cycle lock. Credit cards or 'smart' cards may also be used. At public transport interchanges a system of reserving lockers on a weekly, monthly or annual season ticket basis may be appropriate.

G5.2.27 Lockers should be a minimum of 750mm wide, 1,900mm long and 1,200mm high. A minimum space of 1,500mm should be provided in front of the locker door for ease of access.

G5.2.28 The main disadvantages with cycle lockers are that they are likely to be more expensive than Sheffield stands and may be visually intrusive within environmentally sensitive areas ⁵.

G5.3 CAR PARKING

INTRODUCTION AND POLICY BACKGROUND

G5.3.1 The availability of car parking is a major determinant of travel mode. The Scottish Government's general planning policy for car parking is set out in SPP17¹. The Government's policy on residential car-parking provision is also set out in SPP17¹, which is particularly relevant for Designing Streets.

G5.3.2 SPP17¹ makes it clear that, when assessing the design quality of a proposed new development, it is important to consider a design-led approach to the provision of car parking space that is well-integrated with a high-quality public realm.

G5.3.3 The context of a new residential development needs to be carefully considered when determining the appropriate amount of parking (Fig. G5.7). This will be informed by the Transport Assessment, together with any accompanying Travel Plan and the local authority's residential parking policies.

Figure G5.7 Residential car parking (Greenbank, Village, Edinburgh, ( WSP).

G5.3.4 Although the ability of residents to reach important destinations by other modes is one factor affecting car ownership, research ⁷ has shown that dwelling size, type and tenure are also important.

G5.3.5 Local planning authorities will need to consider carefully what is an appropriate level of car parking provision. In particular, under-provision may be unattractive to some potential occupiers and could, over time, result in the conversion of front gardens to parking areas (see box). This can cause significant loss of visual quality and increase rainwater run-off, which works against the need to combat climate change. It is important to be aware that many disabled people are reliant on the use of the private car for personal mobility. Ideally, therefore, layouts should be able to accommodate parking provision for Blue Badge holders.

In addition parking can cause problems in conservation areas. Planning Advice Note 71: Conservation Area Management⁸ recognises that new parking areas may have implications for visual amenity and traffic flow. PAN 71 recommends that consideration should be given to the most appropriate location, design and materials for parking areas which will minimise the impact on the conservation area.

CAR PARKING PROVISION FOR NEW HOMES

CABE research ⁹¹⁰ found that car parking remains a significant issue for residents and house buyers. Many people feel that the design for a new residential development should accommodate typical levels of car ownership and that the level of parking in new developments is often inadequate for residents' and visitors' demands. There was a general feeling among buyers of new homes that apparent attempts to restrict parking in order to curb car ownership were unrealistic and had little or no impact on the number of cars a household would require and acquire.

G5.3.6 Provision below normal demand levels can work successfully when adequate on-street parking controls are present and where it is possible for residents to reach day-to-day destinations, such as jobs, schools and shops, without the use of a car. This will normally be in town and city centres where there will be good public transport and places that can be accessed easily on foot and by cycle. For residents who choose not to own a car, living in such an area may be an attractive proposition. There is also now a need to tackle car ownership in light of the global consequences of oil prices.

G5.3.7 One way of encouraging reduced car ownership is to provide a car club. Car clubs provide neighbourhood-based short-term car hire to members for periods of as little as one hour, and have been shown to reduce car ownership and use. To function effectively, car club vehicles need to be made available close to members' homes.

G5.3.8 More information on car clubs is available at www.carplus.org.uk and in the Department for Transport document Making Car Sharing and Car Clubs Work¹¹ (see box).

CAR CLUBS

Making Car Sharing and Car Clubs Work advises that: 'The importance of on-street spaces cannot be underestimated both for open and closed schemes; not least because they provide a very visible image of the presence of a car club, and demonstrate direct benefits for potential users. The provision of dedicated parking spaces is a major incentive for the uptake of community car clubs, particularly in urban areas.'

G5.3.9 Road authorities are able to make TROs, limiting the use of on-street parking spaces to car club vehicles. Authorities that have done this include Edinburgh, Bristol, Ealing and Kensington and Chelsea. The supporting traffic signs and markings may need to be authorised by the Scottish Government. (see Fig. G5.8).

Figure G5.8 (a) and (b) A successful car club scheme is operating in Edinburgh, with spaces provided on-street ( EDAW).

ALLOCATED AND UNALLOCATED PARKING

G5.3.10 Not all parking spaces need to be allocated to individual properties. Unallocated parking provides a common resource for a neighbourhood or a specific development.

G5.3.11 A combination of both types of parking can often be the most appropriate solution. There are several advantages to providing a certain amount of unallocated communal parking and it is recommended that there should be a presumption in favour of including some in most residential layouts. Key considerations for communal parking are that it:

• only needs to provide for average levels of car ownership;
• allows for changes in car ownership between individual dwellings over time;
• provides for both residents' and visitors' needs; and
• can cater for parking demand from non-residential uses in mixed-use areas, which will tend to peak during the daytime when residential demands are lowest.

ON-STREET PARKING

G5.3.12 An arrangement of discrete parking bays adjacent to the running lanes is often the preferred way of providing on-street parking. It has little effect on passing traffic and minimises obstructions to the view of pedestrians crossing the street.

G5.3.13 It is recommended that, in most circumstances, at least some parking demand in residential and mixed-use areas is met with well-designed on-street parking (Fig. G5.9).

Figure G5.9 An example of on-street parking in the centre of the street in Glasgow that helps to separate the car from other users and provides strong surveillance of the cars (Scottish Government).

G5.3.14 Breaking up the visual impact can be achieved by limiting on-street parking to small groups of say about five spaces. These groups can be separated by kerb build-outs, street furniture or planting.

G5.3.15 In planning for expected levels of car ownership it is not always necessary to provide parking on site (i.e. within curtilage or in off-street parking areas). In some cases it may be appropriate to cater for all of the anticipated demand on-street. This could be the case, for example, with a small infill development where adjacent streets are able to easily accommodate the increase in parking, or where a low car-ownership development is proposed. Crown Street, Glasgow, is an example of a large scheme that has accommodated most parking on-street (Fig. G5.9 and G5.10).

Figure G5.10 On-street parking in Crown Street, Glasgow ( WSP).

G5.3.16 Where regulated on-street parking is provided, it is important to note that it cannot be allocated to individual dwellings, although such spaces can be reserved for particular types of user, such as disabled people.

G5.3.17 In deciding how much on-street parking is appropriate, it is recommended that the positive and negative effects listed in the 'On-street parking box' are considered.

ON-STREET PARKING POSITIVE AND NEGATIVE EFFECTS

POSITIVE EFFECTS

• A common resource, catering for residents', visitors' and service vehicles in an efficient manner.
• Able to cater for peak demands from various users at different times of the day, for example people at work or residents.
• Adds activity to the street.
• Typically well overlooked, providing improved security.
• Popular and likely to be well-used.
• Can provide a useful buffer between pedestrians and traffic.
• Potentially allows the creation of areas within perimeter blocks that are free of cars.

NEGATIVE EFFECTS

• Can introduce a road safety problem, particularly if traffic speeds are above 20 mph and there are few places for pedestrians to cross with adequate visibility.
• Can be visually dominant within a street scene and can undermine the established character (Fig. G5.11).
• May lead to footway parking unless the street is properly designed to accommodate parked vehicles.
• Vehicles parked indiscriminately can block vehicular accesses to dwellings.
• Cars parked on-street can be more vulnerable to opportunistic crime than off-street spaces.
• Can be dangerous and intimidating for cyclists, due to car doors opening and cars moving in and out.

Figure G5.11 Street detailing and pedestrian provision dominated by car-parking considerations.

G5.3.18 Generally the most appropriate solution will be to design for a level of on-street parking that takes account of the following factors:

• the overall level of car ownership in the immediate area;
• the amount of off-street parking provided;
• the amount of allocated parking provided;
• the speed and volume of traffic using the street; and
• the width and geometry of the street and its junctions.

G5.3.19 Indicating on-street car-parking spaces clearly through the use of road markings or changes of surfacing material can help to encourage good parking behaviour.

G5.3.20 Where on-street spaces are provided in bays adjacent to running lanes, having them drain towards the street will make cleaning easier.

VISITOR PARKING

G5.3.21 It is recommended that visitor parking is generally served by unallocated parking, including on-street provision.

G5.3.22 Research ¹² indicates that no additional provision needs to be made for visitor parking when a significant proportion of the total parking stock for an area is unallocated.

G5.3.23 In town centres and other locations with good accessibility by non-car modes and where on-street parking is controlled, it is often appropriate to omit visitor car-parking spaces.

CAR PARKING PROVISION FOR DISABLED PEOPLE (BLUE BADGE HOLDERS)

G5.3.24 Spaces for disabled people need to be properly marked and meet the minimum space requirements (see paragraph G5.3.58 below).

G5.3.25 It is preferable to provide these spaces in unallocated areas, including on-street, as it is not normally possible to identify which properties will be occupied by or visited by disabled people. It is recommended that spaces for disabled people are generally located as close as possible to building entrances.

G5.3.26 In the absence of any specific local policies, it is recommended that 5% of residential car-parking spaces are designated for use by disabled people. A higher percentage is likely to be necessary where there are proportionally more older residents. Local authorities should provide spaces on the basis of demand.

G5.3.27 Where local authorities mark out disabled bays on streets in residential areas, the traffic signs and road markings should comply with TSRGD and be supported by a TRO.

PARKING FOR SERVICE VEHICLES

G5.3.28 In most situations, it will not be necessary to provide parking spaces specifically for service vehicles, such as delivery vans, which are normally stationary for a relatively short time. If such parking bays are considered necessary, other vehicles may need to be prevented from using the spaces by regulation and enforcement.

DESIGN AND LOCATION FOR CAR PARKING SPACES

G5.3.29 Guidance on the design and location of car-parking spaces can be found in a number of recent documents.

G5.3.30 Better Places to Live¹³ echoes many of the principles already set out above, including opportunities to use a combination of allocated and unallocated parking and the scope for on-street parking, provided that it is designed so that it is interrupted at regular intervals.

G5.3.31 Better Places to Live notes that courtyard parking can be a useful addition to spaces in front of dwellings and that courtyards which work well exhibit three main characteristics:

• they are not car parks but places which have parking in them;
• they are overlooked by adjoining houses or by buildings entered from the parking area (Figs G5.12 and G5.13); and
• they normally include, at most, 10 parking spaces - if there are more spaces, the courtyard layout should be broken up.

Figure G5.12 This arrangement of buildings creates well-overlooked parking spaces (shown in pink) - through routes increase natural surveillance from passing pedestrians (source: Better Places to Live ).

Figure G5.13 Well-overlooked parking court ( WSP, Gorgie).

G5.3.32 Better Places to Live also acknowledges the success of developments which depend on basement or undercroft parking, without which they would not be viable. The advantage of putting cars underground is that it preserves the street frontage, uses land more efficiently and may be more convenient for drivers accessing the building, particularly in adverse weather. However, as with courtyard parking, much depends on the location and design of the entrance.

G5.3.33 The Urban Design Compendium¹⁴ advises that vehicles should not be allowed to dominate spaces or to inconvenience pedestrians and cyclists; and that a careful balance has to be struck between the desire of car owners to park as near to their dwellings as possible and the need to maintain the character of the overall setting. Parking within the front curtilage should generally be avoided as it breaks up the frontage, can be unsightly and restricts informal surveillance. Where cars are parked in courts or squares, the design should ensure that they are overlooked by adjoining buildings.

G5.3.34 Car Parking: What Works Where¹⁵ provides a comprehensive toolkit for designers that gives useful advice on the most appropriate forms of car parking relevant to different types of residential development. The guidance includes examples of:

• parking in structures such as multi-storey and underground car parks;
• parking in front and rear courts;
• on-street parking in central reservations, along kerbs and at different angles and in parking squares; and
• parking on driveways, in garages and car ports and in individual rear courts.

G5.3.35 The guidance includes detailed case studies that illustrate the application of these parking solutions for different locations and types of housing.

G5.3.36 When drawing up parking policies or designing for new car-parking arrangements, it is recommended that local authorities and applicants seeking planning permission have regard to the good practice set out in the above guidance (and also see box). Consideration should also be given to the Safer Parking Scheme initiative of the Association of Chief Police Officers ( ACPO) ¹⁶ and aimed at reducing crime and the fear of crime in parking areas. Planning Advice Note 77 Designing Safer Places¹⁷ also discusses this issue..

EFFICIENCY OF PARKING PROVISION

G5.3.37 An important planning aim of SPP3: Planning for Homes ¹⁸ is efficient use of land. This can be achieved through good design, incorporating higher densities without overcrowding, congestion or loss of amenity. The more flexible the use of parking spaces, the more efficient the use of space.

G5.3.38 Each type of solution has different levels of efficiency and flexibility (see Table G5.1).

Table G5.1 Efficiency of different types of parking

GARAGES

G5.3.39 Garages are not always used for car parking and this can create additional demand for on-street parking.

G5.3.40 Research shows that, in some developments, less than half the garages are used for parking cars and that many are used primarily as storage or have been converted to living accommodation

G5.3.41 In determining what contributes as parking and what does not, it is recommended that the following is taken into account:

• car ports are unlikely to be used for storage and should therefore count towards parking provision;
• the contribution of garaging in meeting parking standards needs to be carefully considered and thus whether garages count fully will need to be decided on a scheme-by-scheme basis. This will depend on factors such as;
• the availability of other spaces, including on-street parking - where this is limited, residents are more likely to park in their garages;
• the availability of separate cycle parking and general storage capacity - garages are often used for storing bicycles and other household items; and
• the size of the garage - larger garages can be used for both storage and car parking and many authorities now recommend a minimum size of 6 m by 3 m.

FOOTWAY PARKING

G5.3.42 Footway parking causes hazards and inconvenience to pedestrians. It creates particular difficulties for blind or partially-sighted people, disabled people and older people, or those with prams or pushchairs (Fig. G5.14). It is therefore recommended that footway parking be prevented through the design of the street.

Figure G5.14 Footway parking at Gilmerton, Edinburgh (Living Streets Scotland).

G5.3.43 Footway parking may also cause damage to the kerb, the footway and the services underneath. Repairing such damage can be costly and local authorities may face claims for compensation for injuries received resulting from damaged or defective footways.

G5.3.44 In London footway parking is prohibited, unless expressly permitted by an order. Aberdeen City Council is currently considering the introduction of prohibitation of footway parking through an area wide Traffic Regulation Order. Any such order would, however, need to be enforced, which may be costly without an awareness-raising campaign. Local authorities should therefore aim to encourage drivers to regard the footway as reserved for pedestrians and public information and education programmes can help to influence attitudes in line with this objective.

G5.3.45 It is also possible to deter footway parking through physical measures, such as by installing bollards, raised planters or other street furniture and by clearly indicating where people should park.

G5.3.46 Further guidance on deterring footway parking is contained in Traffic Advisory Leaflet 04/93.¹⁹ The Department for Transport has also drawn together examples of authorities that have tackled footway parking (also see 'City of Edinburgh Council case study box').

Figure G5.15 CEC's Parking on Pavements leaflets.

The City of Edinburgh Council have launched a campaign called Kerb Your Enthusiasm, to discourage motorists from double parking and parking on the pavement. The campaign is in association with Lothian and Borders Police, Scottish Ambulance Service, Lothian and Borders Fire and Rescue Service and Capability Scotland. The campaign highlights the negative impacts of both double and pavement parking through widespread distribution of the leaflet shown in figure G5.15.

G5.3.47 Where there is a shared surface (Fig. G5.16), conventional footways are dispensed with, so, technically, footway parking does not arise. However, inconsiderate parking can still be a problem (Fig. G5.17). Parking spaces within shared surface areas which are clearly indicated - for example by a change in materials - will let people know where they should park. Street furniture and planting, including trees, can also be used to constrain or direct parking.

Figure G5.16 Clearly indicated parking spaces on a shared surface.

Figure G5.17 Untidy and inconsiderate parking.

DIMENSIONS FOR CAR PARKING SPACES AND MANOEUVRING SPACES

G5.3.48 For parking parallel to the street, each vehicle will typically need an area of about 2 m wide and 6 m long.

G5.3.49 For echelon or perpendicular parking, individual bays will need to be indicated or marked. The rectangular bay area should be as follows:

• Absolute min 2.4 m wide by 4.8 m long
• Desirable min 2.5 m wide by 5.0 m long

G5.3.50 Echelon bays should be arranged so that drivers are encouraged to reverse into them. This is safer than reversing out, when visibility might be restricted by adjacent parked vehicles.

G5.3.51 Figures G5.18 and G5.19 show some suggested arrangements.

Figure G5.18 Suggested parallel and perpendicular parking arrangements.

Figure G5.19 Gradual widening of the carriageway to create on-street spaces, with running carriageway checked using vehicle tracking.

G5.3.52 The width (W in Fig. 8.18) needed to access echelon or perpendicular spaces conveniently, depends on the width of the bay and the angle of approach. For a 2.4 m wide bay, these values are typically:

• at 90 degrees, W = 6.0 m;
• at 60 degrees, W = 4.2 m; and
• at 45 degrees, W = 3.6 m.

Table G5.2 Typical Dimensions for echelon parking (Source: IHIE, 2002)

G5.3.53 The width requirements can be reduced if the spaces are made wider. Swept-path analysis can be used to assess the effect of oversized spaces on reducing the need for manoeuvring space (fig G5.20).

Figure G5.20 The effect on overall street width requirements when wider car parking spaces are provided.

G5.3.54 Where space is limited it may not be possible to provide for vehicles to get into the spaces in one movement. Some back and fore manoeuvring may be required. This is likely to be acceptable where traffic volumes and speeds are low.

G5.3.55 The dimensions given above for parking spaces and manoeuvring areas can also be applied to the design of underground and multi-storey car parks. For detailed guidance on the design of these types of parking, reference can be made to guidelines prepared by the Institution of Structural Engineers (IStructE) ²⁰.

PARKING SPACES FOR DISABLED PEOPLE

G5.3.56 Detailed design specifications for parking spaces for disabled people are set out in Traffic Advisory Leaflet 05/95²¹ and in Inclusive Mobility²². Further advice is available in BS 8300: 2001. However, it is important to note that the diagrams on page 58 of Inclusive Mobility do not show the correct way to mark nor do they show the full range of dimensions for on-street bays for disabled people. The diagrams also show some of the kerb-mounted sign posts poorly positioned for people wishing to access their cars. Traffic signs and road markings for on-street bays reserved for disabled badge holders should comply with TSRGD and further guidance is provided in Traffic Signs Manual Chapter 3²³ and Traffic Signs Manual Chapter 5²⁴.

G5.3.57 It is recommended that parking bays for disabled people are designed so that drivers and passengers, either of whom may be disabled, can get in and out of the car easily. They should allow wheelchairs users to gain access from the side and the rear. The bays should be large enough to protect people from moving traffic when they cannot get in or out of their car on the footway side. Further information is contained in PAN 78 Inclusive Design.

G5.3.58 Inclusive Mobility recommends that dropped kerbs with tactile paving are provided adjacent to car-parking spaces to ensure that wheelchair users can access footways from the carriageway.

G5.3.59 The recommended dimensions of off-street parking bays are that they are laid out as a rectangle at least 4.8 m long by 2.4 m wide for the vehicle, along with additional space as set out in Inclusive Mobility.

G5.4 MOTORCYCLE PARKING

G5.4.1 In 2003 there were 1.52 million motorcycles in use - representing around 5% of all motor vehicles. In developing and implementing policies on parking, local authorities should consider appropriate provision for motorcycle parking.

G5.4.2 Guidance on motorcycle parking is contained in Traffic Advisory Leaflet 02/02.²⁵ General advice on designing highways to meet the need of motorcycles is given in the Institute of Highway Engineers ( IHIE) Guidelines for Motorcycling, published in 2005. ²⁶ Some of the guidance contained in that document has been repeated here for ease of reference.

G5.4.3 The IHIE guidelines provide considerable detail on the provision of public motorcycle parking at locations such as educational establishments and workplaces, at shopping/entertainment areas and within residential areas lacking private parking opportunities.

G5.4.4 Motorcyclists prefer to park close to their destination, in places where they can secure their machine. Designated motorcycle parking facilities that fail to meet these requirements will probably be overlooked in favour of informal spaces that are considered more suitable by owners.

G5.4.5 Motorcycles are prone to theft, as they can be readily lifted into another vehicle. Security should therefore be a key consideration for those providing parking facilities for motorcycles.

G5.4.6 In planning for private residential parking, in most situations motorcycles will be able to use car parking spaces, but in some situations it will be appropriate to provide designated motorcycle parking areas, particularly:

• where there is a high density of development and where car parking is likely to be intensively used; and
• where demand for motorcycle parking is expected to be significant.

G5.4.7 Where designated parking is provided, covered spaces will provide protection from the elements.

G5.4.8 Physical security need not be difficult or expensive to provide. Fixed features, such as rails, hoops or posts designed to provide a simple locking point to secure a motorcycle should be considered. Where motorcycles are parked in bays with one wheel against the kerb, a simple continuous steel rail satisfies most situations (Fig. G5.21). The rail should be set at around 600 mm high to accommodate the range of wheel sizes in use. The addition of guard railing prevents the locking rail from becoming a tripping hazard.

Figure G5.21 Secure motorcycle parking.

G5.4.9 To estimate the space required for parking motorcycles, it is recommended that a 2.0 m by 0.8 m footprint is allowed per motorcycle. It is not necessary or desirable to mark individual bays. For regulated on-street parking, supported by a TRO, diagram 1028.4 of TSRGD should be used.

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