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Chapter 6 - TRANSPORT continued

Buses

6.7.10 Road based public transport will play an increasing role in meeting access needs in London, as car use becomes increasingly problematic and for trips which are less well suited for tube/rail, especially journeys in the northern part of Brent where travel patterns are more dispersed, although the majority of bus trips currently are in the South of the Borough. Bus and rail are also complementary, for example bus services can be used to access rail stations and widen their catchment.

6.7.11 Transport for London’s aspirational standard for access to bus
services is that no property should be more than 10 minutes walking distance (at most 400m, and preferably less than 300m) from a bus stop. There are parts of the Borough where this is not achieved. It is recognised that in some areas physical
restrictions, such as road widths and gradients and sensitive local
environments, may prevent the minimum standard being achieved. It is nevertheless considered essential to provide connections between the main residential areas of the Borough and the main employment, shopping and recreational areas and schools and hospitals, including improved connections as part of new and improved public transport infrastructure. The Council will continue to monitor the level of accessibility provided by bus services and will seek improvements to frequencies of existing services and the introduction of new services as necessary.

6.7.12 It is important for the general convenience of passengers, and in particular elderly persons, disabled people, and parents with young children, that suitable shelter and waiting facilities, with seats, are provided at bus stops. The Council will press for these at all appropriate locations on the bus network and will press for the relocation of unsuitably located bus stops, stands and turning facilities.

6.7.13 One important development in bus service has been the introduction of the 'Countdown' project pioneered on route 18 and being introduced on the whole of the London Bus Priority Network. This allows passengers to see the waiting time for and destination of buses and has considerably raised bus patronage.

6.7.14 The London Bus Priority Network; is a Londonwide strategic priority for transport investment (Part I Policy STR6). It is shown on Map TRN2 and the proposals map. It will increase the speed and reliability of bus services. Of particular priority will be improving access by buses to and between town centres - and across whole routes not just within Boroughs. Improvements will often involve a re-allocation of road space away from cars. The measures introduced will be compatible with UDP policies and meet the needs of businesses, pedestrians, pedal cyclists and the related environment. The bus network in Brent has a large scale and coverage and many services run outside the London Bus Priority Network. The Route 16 along the Edgware Road is being used as a pilot for enhanced priority measures.

6.7.15 The Borough has five bus garages in Cricklewood, Alperton, North Wembley and Willesden Junction. Even if no longer needed by one operator the Council will expect that the possibility of use by another to be fully explored before their loss is considered. Some of these garages require substantial upgrading to bring them up to modern standards, which Brent will encourage.

6.7.16 The Borough fully supports the TfL London Bus Priority Action Plan. This embodies the schemes already developed in the London Bus Priority Network, the London Bus Initiative, Bus Plus and a number of initiatives covering orbital bus routes developed in conjunction with West London Transport Strategy. The Bus priority Action Plan will intensify bus priority measures over the whole bus network in 2004-8 and will rely on strong partnership between the Borough and TfL

6.7.17 Community Transport; This sector presents an opportunity for 'bridging the gap' between the more traditional forms of public transport (i.e. timetable operation on fixed routes) and wholly demand-responsive means of transport, such as the car. It may well represent the best opportunity for the development of a more accessible 'door-to-door' public transport alternative. The Council will continue to liaise with Brent Community Transport and similar voluntary groups over the provision of community transport facilities.

6.8 WALKING AND CYCLING

Walking

6.8.1 The importance of walking as a mode of transport has been highlighted by the publication of LPAC's (London Planning Advisory Committee) 'Advice on a Strategy for Walking in London' and the Government's draft 'Developing a Strategy for Walking ' and Integrated Transport White Paper. Transport for London are also proposing a Walking Plan.

6.8.2 More and more Londoners are starting to use their cars rather than walking for relatively short journeys. But more car-use makes walking feel unpleasant and unsafe, leading to a vicious circle of decline. Walking makes up over a third of all journeys in London (source LPAC), but this can be substantially increased as even for journeys of under 1/2 KM, over 20% are made by car. It is therefore important that development is located where walking is a viable means of access. Promoting walking also promotes public transport use - walkable environments are necessary at the beginning and end of public transport trips.

6.8.3 To be 'walkable' development should offer safe, convenient and direct routes for pedestrians. The 'walkability' of the environment will also depend on removing conflicts with other modes of transport - especially the private car.

6.8.4 LPAC advice suggests that good urban design for walking has the following features:

• Connected: easy to get from place to place without meeting dead ends;
• Convenient: direct routes without unnecessary detours;
• Comfortable: smooth, wide and unobstructed footpaths;
• Convivial: friendly, busy, interesting streets;
• Conspicuous: easy to read signs and information.

6.8.5 Those with mobility difficulties may include disabled people, school children, the elderly, and those with young children. For the purposes of this policy, pedestrians and 'walkable' does not just include those on two feet but covers the full range of access needs. Those with mobility difficulties will benefit from level access at pedestrian crossing points. The needs of such groups should be fully taken into account in considering the suitability of 'shared' pedestrian and cyclist facilities.

6.8.6 Pedestrians have the same right to use the public highway as other road users. Footways however belong to pedestrians, which requires them to be free of obstructions and obstacles. Enforcement will therefore continue of unauthorised footway parking.

6.8.7 Consent is needed under the Planning Acts to block or divert a public right of way. The Council maintains a 'definitive map' of public rights of way, but in addition to this are 'permissive' rights of way which have been in use by the public for many years.

6.8.8 A network of London Metropolitan Walks is proposed, primarily for recreational purposes - this is covered by Policy OS21 in chapter 10.

6.8.9 Safer Routes to School; The Council is especially concerned with the road safety of children - this applies particularly to their journeys to school. So Brent, in partnership with local schools, is undertaking a 'safer routes to school' programme to encourage children to walk or cycle, or go by bus to school along safe, traffic calmed routes.

6.8.10 In addition, a significant proportion of morning peak hour car trips are by parents taking their children to school. The successful introduction of safe routes to school by bus, cycle, or walking, will both improve road safety and contribute towards the goals of sustainable transport & development. A pilot safe routes to school project has been successfully implemented in the Harlesden area.

Cycling

6.8.11 Cycling is a viable alternative means of transport for many local journeys in London. Almost two thirds of all trips in London are under 5km in length (source London Cycling Strategy), and many of these could be made by cycle if convenient and safe conditions are created. Six cycles can move in the space of one car, up to 12 cycles can be parked in one car space. The National Cycling Strategy recognises that improving facilities for cycling both makes it safer to cycle; and can reduce car use dramatically at a comparatively low cost. The target is for 10% of all trips to be made by cycle by 2012 (Source LPAC 'A Cycle Strategy for London' 1997).

6.8.12 The London Cycle Network will offer over 2900 km of safe, signed cycle routes. It is now being implemented as a strategic priority (Policy STR7). It is shown on Map TRN2 and the proposals map. Cycle lanes will be provided where possible, especially along or parallel to main roads. Some sections of the network will be along quieter local roads whereas other routes will be away from roads (across parks, etc.). Shared use with pedestrians will only be authorised where it is safe. Such schemes will be subject to rigorous design guidelines and independent safety audits which ensure they are in an appropriate location and that the safety of neither pedestrians nor cyclists is put at risk. Cycle parking facilities will be increased at railway and tube stations, in shopping centres, and at schools, hospitals and leisure facilities. A design guide for the network has been jointly produced by the boroughs.

6.8.13 However, if the target is to be met improvements are also necessary outside the London Cycle Network. The needs of cyclists throughout the network need to be assessed. Direct main roads usually carry the most cyclists despite congestion, pollution and the higher risk of accidents. Measures to provide facilities on main roads e.g. cycle lanes and advanced stop lines at traffic signals, should be developed to complement the proposed London Cycle Network routes. Traffic calming can also encourage more cycling off defined routes.

6.8.14 More attention needs to be paid to the needs of cyclists in the design and layout of new developments. The policy incorporates the key principles of this for improving conditions for cyclists taken from the 1998 Institution of Highways and Transportation Guidelines on Cycle Audit and Review.

6.8.15 Provision for safe, secure and convenient cycle parking needs to be provided at all destinations including homes, schools, factories, offices, hospitals, places of entertainment, etc. Whilst 'Sheffield' stands (see glossary) will continue to be used in public areas, where long term parking is envisaged cycle lockers would be more secure and provide storage for vulnerable cycle accessories. Changing facilities with showers, dryers and lockers are also important especially at places of employment - and will be sought by negotiation.

6.9 ROADS, SAFETY AND TRAFFIC MANAGEMENT

Road Safety

6.9.1 The Secretary of State have set a target of a reduction in road casualties by one third by the year 2000. New targets will shortly be set for 2010. The Council has set down a road safety plan showing how this can be achieved. As well as continuing accident investigation and prevention work focusing on accident 'blackspots', the Council will make road safety central to its development control and traffic management activities. Accordingly priority will be given to vulnerable, and sustainable, modes of transport such as pedestrians and cyclists. To this end certain local access roads will be designated as having pedestrian priority.

6.9.2 To aid road safety, and to protect environmentally sensitive areas such as residential streets, it will be necessary to restrict through traffic (excluding local buses) from using local roads. To this end it will be necessary to define a road network so that traffic is guided on to the roads where it is most suited.

Traffic Calming

6.9.3 Traffic calming is an engineering or urban design measure designed to reduce the environmental impact of traffic (by reducing speeds) in the area concerned and to allow all classes of road users (cars, pedestrians, buses, cyclists, etc.) to interact more safely. It is not specifically to remove or prevent traffic from using local roads but to lessen the impact of that traffic, hence the name traffic calming. In residential areas accidents are not always concentrated at readily identifiable points. Therefore, there is an important role for area-wide traffic calming, and the introduction of 20 mph limits (the highest comparatively safe speed for residential areas) to reduce accidents or road safety problems in parts of the Borough which have a specific character or boundary. Traffic calming can also re-inforce traffic management measures which seek to ensure traffic does not conflict with the road's role within the London Road Network. It is important that traffic calming is of a form which does not have a detrimental effect on bus services or the provision of emergency services. Measures will be progressed following consultation with local residents, Transport for London, businesses and the emergency services.

6.9.4 Traffic calming should also cover the design of the road layout itself. For example, junctions with narrowed kerb radii and schemes with an 'urban' layout can both reduce traffic speeds, and have a more appropriate layout to the character of London. Brent's SPG13, Layout Standards for Access Roads, includes model designs.

6.9.5 Home Zones: are residential streets in which the road space is shared between motor vehicles and other road users, with the needs of pedestrians, including children, and cyclists coming first. Restricted parking, signing, traffic calming and modifications to street design will be necessary to encourage low speeds. Some parts of Brent may be suitable for these with residents support.

Highway Design

6.9.6 In accordance with the Plan's transport planning priority of improving road safety the planning and highways authorities will fully consider road safety issues in all of its development control and traffic planning work. When considering new highway works a road safety audit may be undertaken, especially for new roads. It is possible, however, to achieve safe designs without the conventional measures of excessive use of wide roads, large visibility splays and cul-de-sac layouts. In this regard the planning and highways authorities will follow the advice in the official DETR manual ', Places, Streets & Movement' (see the sections on street design in the Built Environment and Housing Chapters). Where roads would need to carry bus services the layout should eliminate double-running, avoid large loops, facilitate direct A-B routings and include plenty of accessible kerb space. The design of pedestrian and bus routes should take place at the same time as the design of roads and car parks. Bus stops need to be as close to entrances as are the car parks.

6.9.7 The adoption of an existing private street or proposed new road allows the Council to control its use and ensure that it is built and maintained to an appropriate standard, in terms of visual appearance, and lighting. The Council will therefore adopt highways where this results in a clear public benefit. Proposals for the adoption of existing private streets are included in the Wembley Regeneration Area Chapter. The planning and highways authorities will take into account the likelihood of highway adoption when considering development proposals.

Accesses to Roads

6.9.8 A certain amount of parking on streets can bring activity and have a traffic calming effect. Where casual parking is likely to take place streets should be designed to accommodate it. The priority is that vehicles should not be allowed to dominate the space, or to inconvenience pedestrians and cyclists. However there will continue to be demand from householders to form accesses to the highway for the benefit of in-curtilage parking. Where the carriageway is wide enough to permit on-street parking on both sides of the road (greater than about 8m in two-way streets and 6m in one-way streets), then the amount of on-street parking lost by crossovers will usually be greater than the amount gained through off-street parking - and it is more important to keep unallocated parking than allocated in-curtilage parking, as it can be more flexibly used. One exception is where a house is used by a single household (rather than flats) where one car can 'shadow park' on-street in front of a crossover. Therefore in most of the densely developed streets in Brent, where flats are common, the creation of off-street parking acceptable under Policy BE7 (maximum & of front garden area) is likely to be no greater than the amount lost on-street. If the street is heavily parked this loss of on-street parking may cause double parking, with its associated highway safety and traffic management difficulties, and so such applications will be refused. Even if the creation of a large off-street parking area is practicable, this will be limited on grounds of traffic restraint.

6.9.9 The Council publishes Supplementary Planning Guidance (SPG3) giving further advice and guidance in this area which the planning authority will have regard to in considering such planning applications. The combined effect of this policy and SPG and Policy BE7 will be a stricter approach to front garden parking and boundary treatments preventing the excessive turning over of gardens to bleak hardsurfaced areas.

Brent’s Road Network

6.9.10 A new categorisation for the London Road Network is set out in Strategic Planning Guidance for London Planning Authorities (RPG3). This is summarised below. Appendix TRN1 to this chapter lists the Borough's roads that come under the different categories. These are shown on Map TRN3, and, in the case of the upper tiers, on the proposals map.

New Roads

6.9.11 Building more roads simply to handle projected increases in traffic is both self-defeating (through creating 'induced traffic') and environmentally unacceptable. The policy is based on the LPAC framework for assessing new highway proposals, and the PPG13 ‘multi-modal’ assessment framework.. It recognises that the case will need to be made in regeneration and highway terms for new roads and that the alternatives should be fully and rigorously examined.

The Revised Categories of the London Road Network

Tier 1 Category: GLA Roads
To attract and serve longer distance movements throughout London, esp. freight and public transport. To link London to the National Road Network. General presumption against new accesses or increased use of existing accesses. Lower tier road access always preferred.Separate or segregated pedestrian and cycle facilities on high speed sections.

Tier 2 Category: London Distributor Roads
To attract and serve traffic crossing boroughs. To link centres within London to each other and to Tier 1. To attract freight traffic away from Tier 3. To provide attractive routes for bus services. New frontage development should not significantly affect the traffic distribution function of the road. Measures to assist cyclist and buses, most of the London Bus Priority Network on this tier. Kerbside loading and parking should not generally interfere with junction capacity.

Tier 3 Category: Local Distributor and Access Roads
Category: Local distributor roads: To distribute traffic within a borough. Dependent on local conditions. Bus and cycle priorities. Kerbside parking and loading.
Category: Local access roads: to serve frontage properties. Minimal restrictions, commensurate with scale of development. Parking controls and traffic calming to prevent extraneous traffic. Special facilities for local bus, pedestrian and cycle movements.

Source: RPG3

The North Circular Road

6.9.12 The A406 North Circular Road (NCR) is designated as both a Trunk Road, GLA Road and a Priority (Red) Route. Substantial improvements to the North Circular Road between Hanger Lane and Staples Corner have now been completed and the road forms a key element in the London Road Network in channelling essential traffic, especially freight, away from Inner London. Proposals for it's re-alignment in the Dog Lane area have now been suspended from the national roads programme, and so these are now formally abandoned in the UDP. The emphasis will now be on making better use of the road. PPG13 advises against new accesses onto primary routes such as this, as this would conflict with their strategic role of carrying through traffic, but acknowledges that this is sometimes necessary to secure regeneration. Please note the North Circular Road improvements included in the previous UDP have now been formally abandoned by the Secretary of State.

6.9.13 As a Red Route and GLA road, traffic management measures are under the control of the GLA, who has recently published a revised network plan with more emphasis on traffic restraint and providing for non-car modes. Also as a Trunk Road the Highways Authority is the Highways Agency (of the Department of Environment, Transport & Regions). Currently the North Circular Road is predominantly focused around the needs of car users. Brent will seek a more balanced approach with emphasis on other transport modes.

6.9.14 Strategic Guidance for London Planning Authorities (RPG3) advises Boroughs to plan for development away from such roads. There has been considerable pressure to locate retail and leisure developments adjoining the NCR but the operation of the 'sequential approach' to developments attracting significant numbers of people (Policy STR2) will steer development towards town centres in the first instance. Also the industrial areas accessed from the NCR are of strategic importance. There continues to be scope for further industrial and warehousing development here, which would be an appropriate use of the limited strategic resource of NCR access.

6.9.15 The North Circular Road presents special air quality problems. Although air quality management should, if properly implemented, reduce many of the Borough's air quality problems, there can be no guarantee of this in the case of development close to the North Circular Road. This is because it will continue to be a key part of the Strategic Road Network for London, helping to solve air quality and traffic problems in Central London by diverting traffic away. Notwithstanding improved fuel emission standards, the sheer volume of traffic on this road, even if significantly reduced, would present severe air quality problems for the foreseeable future. Most pollutants will disperse rapidly away from the road, and, if traffic levels elsewhere are reduced, then it should not present a Boroughwide problem. However, there will continue to be unacceptably high-permanent concentrations of certain pollutants for areas close to the road. Air quality sensitive development will not be permitted in areas which the Council's roadside monitoring shows are above acceptable pollution levels.

New Strategic Road Junctions

6.9.16 Brent considers that there are exceptional cases to be made for improvements to two key junctions linking regeneration areas to the trunk road network, i.e. The Park Royal Western Gateway off Western Avenue and the access to the stadium area off the North Circular Road. In both of these cases the highway authority for the trunk road accesses is the Secretary of State for Transport (Highways Agency). Discussions have taken place with them and the Traffic Director for London - the approval of both is required. The Integrated Transport White Paper proposes a slightly more flexible approach towards accesses to regeneration areas from the Trunk Road Network. It is hoped that some part of both proposals will be included within the National Roads Programme. In order not to increase congestion both should be left turn in-out only and have public transport priority (for example bus gates with selective vehicle detection).

6.9.17 Park Royal Western Gateway Access; Twyford Abbey Road is one of the most used access roads to Park Royal but it is a narrow residential road accessing directly onto the Hanger Land Gyratory. The proposals for the Park Royal Western Gateway (see Policy PR5) provide the opportunity for a new access primarily to Western Avenue (the A40) designed to further access for essential (mainly freight) vehicles to Park Royal. This access will partly be in Ealing and may enable the closure of Twyford Abbey Road (mainly in Ealing) & the northern arm of Coronation Road to through traffic. It will also permit bus priority measures in the surrounding area including a bus-only link onto Twyford Abbey Road. The Transport Strategy for the Park Royal Area (see Policy PR2) and the proposed Park Royal Interchange Station should ensure that it does not become a more attractive means of making commuter trips.

6.9.18 Brent Park; Great Central Way will continue to be the main means by which vehicular traffic will access the National Stadium. The proposed improvements to this will ensure a direct link between the stadium and the trunk road network (the A406). This improvement will ensure that coaches do not queue back onto the A406, whilst ensuring that local traffic to the St Raphaels Estate is not adversely affected. There will be a bus priority gate. The Transport Strategy for the National Stadium Area (see chapter 14, section 7) should ensure that it does not increase the number of car trips to the Stadium & the employment area around it.

London Distributor Roads

6.9.19 London Distributor Roads consist generally of existing 'A' roads other than Strategic Routes of National or Regional Importance. They should attract and serve drivers making journeys between and across boroughs and to counties bordering Greater London. London Distributor Roads generally have to provide access to adjacent land uses, but their primary function must be to act as part of the network for through traffic in and around London. They also need, where appropriate, to give priority to bus services as most of the London Bus Priority Network is located on these roads. It will be necessary to restrict waiting, loading and unloading on much of this network.

Local Traffic Management

6.9.20 Part of Brent's approach to traffic management is based upon servicing key regeneration areas in a sustainable manner by, amongst other means, re-prioritising the use of roadspace on key links to them. It is also particularly important to improve links from housing areas (especially those suffering from social exclusion) to the major employment areas so that Brent's transport system can more efficiently service the Borough's labour market. Different approaches will therefore be needed for different parts of the Borough, but as part of a coherent overall strategy. Local Traffic Management Strategies will therefore be prepared. These will comprise of Integrated Traffic Management Areas which will treat the defined areas in a comprehensive fashion, in order to deliver the objective of the Interim Transport Plan. The areas currently defined and the issues they address are set out below.

6.10 PARKING AND TRAFFIC RESTRAINT

Private Non-Residential Parking

6.10.1 The level of private non-residential parking provided within developments is a major influence on peak hour traffic volumes. Therefore setting maximum restraint based parking standards can help reduce car use.

6.10.2 Part I Policy STR6 refers to the need for these new standards to be co-ordinated. Brent will work with adjoining boroughs to ensure that parking standards are compatible as possible at Borough boundaries. In order to achieve consistency across all uses this approach has been extended to all other non-residential uses, assuming similar modal splits in terms of those needing to use public transport to get to work.

Issues addressed in Local “Interim Traffic Management Area” Strategies

National Stadium/Wembley This is set out in the Wembley Regeneration Area Inset Plan chapter.
Park Royal This is set out in the Park Royal Inset Plan chapter.
Neasden Dollis Hill traffic calming, waiting and loading restrictions, traffic management on industrial estate.
South Wembley Controlled parking zone, traffic calming, pedestrian facilities on High Road.
Willesden Controlled parking, pedestrian improvements, traffic calming in streets around High Road.
Kilburn Controlled parking, pedestrian improvements, traffic calming in South and North Kilburn, Home Zone in Brondesbury.
Queensbury Controlled parking in Queensbury Station area, waiting and loading restrictions outside, junction improvements to Stag Lane/Princes Avenue.
Kingsbury Controlled parking zone, traffic calming and management schemes.
Sudbury Controlled parking centred on district centre, traffic calming in Sudbury Court, Maybank Avenue and Rugby Road, Queue relocation measures.
Kenton Woodcock Hill area traffic calming scheme, junction improvements including Woodcock Hill/Draycott Avenue, waiting and loading restrictions.
Harlesden Review of controlled parking zone centred on town centre. Extension of St Marys Road area traffic calming, waiting and loading restrictions outside of CPZ.
A404 Corridor (Harrow Road) Completion of bus priority, increased space for pedestrians and cyclists, entry treatments on critical side roads, queue management to reduce air pollution.
Route 83 Corridor Orbital Bus priority, entry treatments on critical side roads, measures to control vehicle speed.
The North Circular Road In conjunction with the Traffic Director for London to block unsafe and unauthorised residential accesses, to facilitate improved bus services, especially improved access by bus to Neasden Town Centre.
The Edgware Road In conjunction with the London Borough of Camden to implement bus priority measures, to improve pedestrian crossing facilities, to introduce CPZs on side roads near rail stations.

Detailed proposals, traffic reduction targets and traffic management measures are listed in the Borough's Interim Transport Plan. Note: Some local areas overlap.

6.10.3 In order not to give an incentive to development in areas without good public transport accessibility - including 'out-of-centre' development - the Plan includes standards which apply across the Borough (with limited exemptions in certain regeneration areas). By the same reasoning it does not, as a rule, allow temporary increases in parking to reflect poor current public transport - this could harm the viability of new public transport services through cementing car-commuting patterns in the early phases of a development.

6.10.4 Operational Parking is permitted and required to cater for those essential trips which cannot be made by public transport. Such trips would include provision for people who are unable to use public transport because of a disability (Policy TRN35), people working unsociable hours, and people maintaining the building or the specific needs of a particular activity (in which case the onus will be on the applicant to demonstrate special need). Operational parking is part of the overall parking maximum (not additional) and does not include provision for commuter or visitor trips.

6.10.5 The minimum operational level will be assessed on a case by case basis. Exceptionally spaces may be commuted below the 50% level, but no lower than to cater for special needs, see standard PS5. Experience suggests that operational spaces are often taken instead by those arriving first at work or for senior staff; conditions controlling their occupancy will therefore be necessary.

6.10.6 One problem in Brent is that parts of the main regeneration areas, such as in the Wembley Stadium and Park Royal Industrial Estates, have low public transport accessibility. The policies of the Plan as a whole encourage less trip intensive development in these areas. However, in order to promote regeneration in accordance with RPG3 it is considered necessary to allow for a clearly defined and limited exception, in Policy TRN22, to normal parking standards where a development would not go ahead without it, and the transport impact is acceptable overall. This exception will be reviewed in the light of possible public transport improvements in these areas (including those that might be secured by development) and the introduction of restraint based parking standards on a regional level throughout the country (so that Brent does not suffer a competitive disadvantage in seeking inward investment). In considering variations from the standards in Appendix TRN2, regard will be had to the maximum standards set by national planning guidance (annex D to PPG13) and the standards in strategic guidance for London as set out in the draft London Plan.

6.10.7 The fact that a development complies with one of the plan's non-residential parking standards does not mean however, that its transport impact will be acceptable. This still needs to be tested against Policy TRN1. In some cases the resultant amount of on-street parking might be unacceptable, especially without the introduction of on-street parking controls (see Policy TRN4). Another option is the secured introduction of measures by employers like green commuter plans (see Policy TRN4) which discourage car commuting and encourage alternatives.

6.10.8 Limiting the provision of large free car parks for out-of-centre shop and leisure uses can help shift the balance towards town and district centres and can discourage the use of the car. In line with RPG3 (para 5.7) the Plan now requires these to be charged, and shared with similar nearby facilities.

Residential Parking

6.10.9 Parking at home and on residential streets is becoming an increasingly difficult issue. Many of those who use public transport for work trips may still own a car for leisure and shopping trips. Car ownership is less of a problem than car use, but cars owned tend to be used. A balanced approach is required; restricting private off-street parking alone could lead to dangerous on-street parking on some of Brent's congested streets (see Policy TRN24) but providing more parking spaces than is strictly necessary is a wasteful and visually intrusive use of land.

6.10.10 The standards backed up by this policy consequently do not encourage car ownership by adopting an approach of anticipating demand and simply providing for it. Car-ownership in Brent is not as high as might be anticipated. In 2001 only 20% of Brent households had two or more cars, and 37% had no access to a car at all. The new lower standards reflect this.

6.10.11 'Unallocated' means parking not within the curtilage of any particular dwellinghouse. As such it can be much more efficiently used. All new units do not have to have two off-street parking spaces on the assumption that the unit would generate up to this number. Rather, spaces unused by those with no car can be utilised by other car users, and the overall number of parking spaces can be reduced.

6.10.12 Brent has undertaken research into car use in recent affordable housing developments. These typically only generate 3 cars for every 4 units, so similarly a reduced standard applies.

6.10.13 Although there is no evidence within Brent of car-ownership levels varying by public transport accessibility, it is considered appropriate to lessen the standard in areas of greatest public transport accessibility so as to reflect increased future traffic restraint, and to enable more intensive housing development and innovative designs in town centres and the most densely developed parts of the Borough.

6.10.14 Strategic Guidance for London Planning Authorities (RPG3) notes the potential for 'car-free' housing developments. It is considered important that people voluntarily choose to live, rather than are forced to live, in such developments. It is also important that they subsequently do not buy a car, taking advantage of the fact that these units are likely to be cheaper and could transfer traffic problems onto adjoining streets. It is therefore essential that an occupancy condition applies to such developments ensuring that the occupation is limited to persons who do not own, possess or have any legal interest in any motor vehicle and who are not registered keepers of motor vehicles and who do not have regular access to motor vehicles for the purposes of social and/or - domestic use. For the purposes of this condition ‘motor vehicle(s)’ would include cars, vans, goods vehicles, buses or coaches. Car pooling arrangements, where agreed by the local planning authority, may be acceptable however.

6.10.15 A limited amount of on-street parking may be acceptable, but this should not intrude onto neighbouring frontages or be dangerous - such as on Heavily Parked Streets (Policy TRN24), including where on-street parking is caused by loss of existing off-street parking through development..

6.10.16 Although hospitals are formally a residential (C2) use, they are so different from other 'residential institutions' that they have their own special parking standard which is covered by Policy TRN22.

On-Street Parking

6.10.17 The availability of off-street residential parking in many areas of the Borough is limited by the form of original housing. As car ownership has increased demand has begun to outstrip capacity. It is recognised that the Council's new 'restraint based' approach to non-residential parking standards (Policy TRN22) will generate pressure for additional on-street parking on residential roads near town centres and employment areas. To manage this problem a 'Parking Strategy' is being drawn up by Brent, in tandem with the Unitary Development Plan.

6.10.18 The coverage of on-street parking controls will be a factor in judging whether the transport impact of a proposal is acceptable (Policy TRN1) and whether the extension of controls can solve this (Policy TRN4). A phased programme to extend controlled parking zones will be necessary; both will be carried out in tandem as part of the Local Area Transport Strategy for the area in question (Policy TRN21). This will be a particular priority in the south-east of the Borough.

6.10.19 The Borough's overall parking strategy will include a comprehensive audit of the available on-street and off-street parking supply and problems caused. Many of the difficulties regarding the allocation of on-street parking space (between residents and other users) can only be solved if additional permitted parking (such as the introduction of controlled parking zones) is introduced. The present coverage of such zones is poorer in Brent than in many other London boroughs, and this is unsatisfactory.

6.10.20 A limited amount of on-street parking is both acceptable and preferable to losing too much front garden space (Policy BE7); but when there is excessive on-street parking this can be dangerous for pedestrians, and can hamper the flow of traffic. Overnight parking is the main concern, as this is when most residents cars are parked and when parking controls are difficult to enforce. It is accepted that in circumstances where 80% or more of the safe on-street parking capacity of a street is exceeded then two-way flow is restricted. When on-street parking reaches very high levels illegal corner parking and double parking can cause particular problems for the emergency services. Such streets have been classified as 'Heavily Parked Streets' and the results of the latest survey of such streets is listed as Appendix TRN3. A special policy applies to flat conversions on such streets (see Policy H19).

6.10.21 In assessing whether or not to require contributions for CPZs the planning & highway authorities will need to assess the scale of likely unacceptable impact against what an obligation could achieve. The Council will consider the time it will take to introduce on-street controls and the practicality of bringing schemes forward. If a CPZ is certain to be in place within a year then the temporary impact may be bearable, if not then, exceptionally for changes of use and small extensions, a condition restricting occupation until controls are in place may be introduced. If programmed, but likely to be in place after a year, then a contribution towards bringing a scheme forward may be desirable, or a condition restricting occupation until controls are in place. For very large schemes where no CPZ is programmed, the scale of impact may be such as to require the full implementation of a new CPZ. For very small schemes (such as those for 1-9 dwellings or <200m2 for non-residential development) a requirement for payments may be relaxed unless the transport impact is so great as to be wholly unacceptable. The amount asked for will be proportionate to the costs of introducing the CPZ in question and the proportion of this area on which cars accessing a development are likely to park.

SPECIFIC PARKING ISSUES

Parking in Town Centres

6.10.22 The revised parking standards remove any inherent bias that previously applied to out-of-town retail and leisure developments. The operation of the 'sequential test' (see Town Centres and Shopping Chapter and Part I Policy STR2) will mean that town centres will be the main focus for developments attracting significant numbers of trips. As PPG6 notes, in town centres the main need is for parking which serves the centre as a whole rather than dedicated parking for individual developments.

6.10.23 As Brent's town centres are very different in terms of their existing short-term parking provision, customer base and public transport accessibility, individual parking plans, designed to promote their vitality and viability, will be necessary. These will identify all types of parking available within a centre, including on-street and private non-residential, and will identify conflicts and potential shortages/surpluses. These will form the basis of assessing what level of parking should be provided for town centre developments. Where there is sufficient existing capacity then additional public parking may be unacceptable, or additional parking capacity may be generated by more realistic charging levels. LPAC suggest, as a general rule, 85% occupancy of public parking spaces at charges equivalent for similar centres, as a test of sufficiency. It is important that the charging and management of town centre parking discourages commuter parking and favours short-stay shoppers parking.

6.10.24 It is expected that the desirable level of short stay parking will vary considerably between centres. For example in Wembley it might shorten car trips by local residents which might otherwise have gone 'out-of-town' or 'out-of-area', unlike, say, in Kilburn which has higher densities, lower car ownership and better public transport. Account will be taken of evidence from town centre heath checks, the potential for the introduction of on-street parking controls and whether there is capacity for the highway network to deliver further car trips without adversely affecting trips by walking, cycling or public transport.

Re-Use of Surplus Car-parking

6.10.25 Brent encourages the re-use and redevelopment of land that was previously in parking use but which is now surplus to requirements. The Council's revised parking standards and policies will mean that land will be released for other development; particularly important in a Borough with limited land resources and many claims on its use. Except where the plan indicates a particular use, the alternative use of these sites is determined in accordance with policy STR1.

Essential Parking

6.10.26 Brent recognises that some forms of off-street parking do meet an essential need and therefore have to be provided and protected. Policy TRN27 below is based on the 'hierarchy of parking need' proposed by the London Traffic Management and Parking Guidance which recognises that if the number of parking spaces at the end of a journey is restricted there must be some means of 'rationing' that which remains.

6.10.27 Similarly it is recognised that some essential parking is needed for certain types of trips to public buildings, facilities and spaces. The Plan's approach is to identify the minimum necessary amount of such parking which discourages dangerous and/or inconvenient on-street parking, whilst not making parking so plentiful that public transport is discouraged.

6.10.28 The Plan's parking standards set an operational minimum level of private off-street parking for different types of development. Loss of parking below these operational levels will therefore be
resisted.

Public Off-Street & Contract Parking

6.10.29 The provision of public off-street and contract parking should be managed to complement Brent's traffic restraint policy. A policy of traffic restraint based only on restricting the supply of parking spaces at new development and on managing on-street space, will become ineffective if other off-street spaces are allowed to increase to cater for the displaced car trips.

6.10.30 Applications for public off-street car-parking generally relate to charged parking by the day or part of the day for visiting members of the general public. New general parking areas within public facilities such as hospitals, etc., are covered by the plan's parking standards for such facilities, and Policy TRN22. In some locations, however, there is a danger that any significant parking area could become available for charged use, either for use by commuters, or for National Stadium area events. It is essential that such proposals are judged against this policy.

6.10.31 Management agreements are necessary to ensure an hourly pricing structure favouring essential short stay trips (up to two hours) and to deter commuters by levying a punitive charge on long stay parking (over six hours). The cost per hour, not just the total charge, needs to increase with the length of stay. Applications should include details of hours of operation, access control and layout of spaces. Contract parking is parking by contract undertaken by those who work or live elsewhere.

Station Car-parks

6.10.32 A number of tube and rail stations in the Borough have associated car parks. This can produce 'rail-heading' with traffic attracted to an area to achieve lower rail fares. Drivers seeking to avoid the charges for these facilities also cause severe parking problems in nearby residential streets.

6.10.33 All station car parks will, therefore, need to be reviewed in combination with the review of on-street parking controls required by policy TRN24. A Transport Impact Assessment will be necessary which looks at driving patterns of existing users and considers whether alternatives, including 'feeder' bus services, as an integral part of the ordinary bus network would have net benefits in terms of reducing the number or length car journeys. Policy TRN27 applies to any surplus spaces. Where stations are in town centres, short stay public car parking may be acceptable in accordance with Policy TRN25.

Coaches & Taxis

6.10.34 Licensed taxis are an important part of London's transport system and result in the need for less on-street and off-street parking and a more efficient use of resources than reliance on private cars. They also provide a facility which is of great use to the business community and enhance London's international competitiveness. Where insufficient provision is made for taxis, however, problems of alighting and turning can occur on the public highway. It is unacceptable to divert these problems onto surrounding streets. Mini-cabs are covered by a special policy in the Town Centres & Shopping Chapter.

6.10.35 Essential coach parking facilities are also important for tourism. The strategy for dealing with these in the National Stadium area is contained in the Wembley Regeneration Area chapter.

The Design of Car Parks

6.10.36 Car parks associated with some forms of development have tended to get bigger. Irrespective of the impact of these on travel patterns they can be highly visually obtrusive presenting a 'sea of cars' as the public face of a development. Good design can help overcome this problem through careful use of landscaping and the positioning of buildings to visually break up large parking areas; and by ensuring they are as small as they can be without causing traffic problems. Large hard surfaced areas can also cause water run-off problems and this may cause flooding problems or damage water quality. To avoid the problems identified in this policy large car parks may be required to be structured (i.e. multi-storey or underground) whilst being attractive and safe.

6.11 FREIGHT

Movement of Freight

6.11.1 Efficient handling and transport of freight is crucial for the regeneration of the industrial areas of the Borough. Rail and water are much more sustainable means of transporting freight, over longer distances, than by road, and, particularly given the opening of the Channel Tunnel, they can be more economic. Even where movement by road is necessary for part of the journey, transhipment to rail/water for the remainder is to be preferred. Grants under the Railways Act may be available to develop new facilities. There are opportunities for railfreight related development within the Park Royal and Wembley (Brent Park) Strategic Employment Areas.

HGVs in Residential Areas

6.11.2 Brent has gradually introduced controls to prevent the through movement of Heavy Goods Vehicles (HGVs) through residential areas.

Servicing in New Development

6.11.3 Appendix TRN2 lists servicing requirements for certain classes of development. For these classes the loss of existing servicing facilities will be resisted.

6.12 TRANSPORT NEEDS OF DISABLED PEOPLE & OTHERS WITH MOBILITY DIFFICULTIES

6.12.1 Until recently there were only restricted opportunities for disabled people - which includes the full range of physical, sensory and cognitive disabilities, including elderly people - and others with mobility difficulties such as children or those with young children, to use either the rail or bus networks. This requires inclusive design so that the whole community can access new development. The bus companies and Transport for London are heavily investing in features, such as low floors and colour contrasted grab rails on buses, that will help ease some of the difficulties encountered. Level access to stops is equally important, together with visual information systems.

6.12.2 The Council will press the public transport operators to improve the accessibility of their vehicles for disabled people and others with mobility difficulties and will support the development and expansion of a core network of fully accessible stations in London.

6.12.3 'Mobility Bus' service for disabled people is provided by Transport for London. 'Door-to-door' transport is available through the Borough financed 'Taxicard' scheme, Brent Community Transport's community car scheme and the Transport for London financed 'Dial-a-ride' services. The number or length of journeys that can be undertaken using the Borough-provided services is limited by the availability of finance and voluntary drivers. Within budget limitations, the Council will seek improvements to these schemes to reflect the needs of the majority of users.

6.12.4 The Plan recognises the need for convenient car parking spaces to be reserved for disabled car users to permit their access both to new developments (see policy TRN22) and to town centres. Reserved bays and drop off/pick up points need to be both carefully positioned and designed, especially in shopping centres - both in pedestrian areas, on feeder roads and in car-parks near by, and developers should note, as well as the parking standards, the Council's Supplementary Planning Guidance (SPG12) on Access for Disabled People.

Appendix TRN1

Brent's Road Network

GLA Roads
A406 North Circular Road and sliproads (a trunk road and a priority (red) route).

London Distributor Roads
Blackbird Hill
Brentfield
Bridge Road
Bridgewater Road
Burnt Oak Broadway
Craven Park (southern arm)
Craven Park Road
Cricklewood Broadway
Dudden Hill Lane
Edgware Road
Empire Way
Forty Lane
Fryent Way
Harrow Road
High Road Wembley
High Road Willesden (between Dudden Hill Lane and Willesden Lane)
High Street Harlesden
Hillside
Honeypot Lane
Kenton Road
Kilburn High Road
Kingsbury Road
Manor Park Road
Neasden Lane North (between Blackbird Hill & North Circular Road)
Salmon Street (between Fryent Way & Blackbird Hill)
Shoot-up-Hill
Station Road (Harlesden)
Sudbury Court Drive
Watford Road
Wembley Hill Road (from Empire Way to Harrow Road)
Willesden Lane

Local Distributor Roads
Abbey Road
Acton Lane
Beresford Avenue
Beverely Drive
Brentfield Road
Bridge Road
Brondesbury Park
Carlisle Road
Carlton Vale
Chamberlyne Road
Chaplin Road
Chichele Road
Church Lane, Kingsbury
Church Road (South of High Road)
Copland Avenue
Coronation Road
Craven Park (Northern arms)
Crawford Avenue
Crest Road
Cumberland Road
Dollis Hill Lane
Donnington Road (NW10)
Drury Way
East Lane
Empire Way
Engineers' Way
Fifth Way
First Way
Fourth Way
Forty Avenue
Great Central Way
Harlesden Road (between Park Parade and Robson Avenue)
Harrow Road (between Sudbury Court Drive and Watford Road)
Harrowdene Road
High Road Willesden (between Neasden Lane & Dudden Hill Lane and Church Lane and Neasden Lane)
Kilburn Lane (between Chamberlayne Road and Harrow Road)
Kilburn Park Road (South of Carlton Vale)
Knatchbull Road
The Mall
Manor Farm Road (east of Bilton Road)
Mapesbury Road
Mordant Road (between Winchelsea Road and Acton Lane)
Mount Pleasent
Neasden Lane (between Dudden Hill Lane and High Road Willesden)
Oxgate Lane
The Paddocks
Park Parade
Pound Lane
Preston Hill (south of the Mall)
Preston Road
Queensbury Station Parade
Rainsford Road
Robson Avenue
Roe Green
Salusbury Road
Sidmouth Road
South Way
Stag Lane
Tanfield Avenue
The Avenue
Tudor Gardens
Twyford Abbey Road (between Hanger Lane & Coronation Road and Rainsford Road and Abbey Road)
Walm Lane (between Willesden Lane and Chichele Road)
Wembley Hill Road
Wembley Park Drive
Wembley Park Lane
Whitby Avenue
Whichester Avenue
Winchelsea Road
Woodcock Hill
Wrottesley Road.
All other roads are local access roads.

Appendix TRN2

Parking and Servicing Standards Standard Page

PS1 Operation of these parking standards 136
PS2 Maximum and Minimum Standards 136
PS3 Regeneration Exception 136
PS4 Garages and Assigned Parking 136
PS5 Commuted Payments Replacement of Essential Parking 136
PS6 Business (Use Class B1) and Financial and Professional Services (Use Class A2), General Industry (Use Class B2) and Warehousing (Use Class B8) 136
PS7 Shops (Use Class A1) less than 2000m2 137
PS8 Shops (Use Class A1), 2000m2 and over 137
PS9 Food and Drink Uses (Use Class A3) 137
PS10 Assembly and Leisure (Use Class D2) and Theatres 137
PS11 Hotels (Use Class C1) 137
PS12 Non-Residential Institutions (Use Class D1) and Hospitals (Use Class C2) 137
PS13 Residential Institutions (Use Class C2) and Hostels 137
PS14 Residential Development (Use Class C3) 138
PS15 Standard for Wide Bay Parking 138
PS16 Cycle Parking Standards 139
PS17 Shop (Use Class A1) Servicing, units less than 2000m2 Gross Floor Area 139
PS18 Shop (Use Class A1) Servicing, units greater than 2000m2 Gross Floor Area 140
PS19 Business (Use Class B1), Financial and Professional (Use Class A2), General Industry (Use Class B2) and Warehousing (Use Class B8) Servicing 140
PS20 Food and Drink (Use Class A3) Servicing 140
PS21 Hotel (Use Class C1) Servicing 140
PS22 Residential Institutions (Use Class C1), Hostels, and Hospitals (Use Class C2) Servicing. 140



Car Parking Standards
PS1
Operation of these parking standards
The maximum and/or minimum level of car-parking to be provided for a new development, redevelopment or change of use is set out in this section. For the policy context refer to Policies TRN22 & TRN23.
Floor areas referred to throughout relate to gross floor area (GFA=Gross Floor Area), as defined in the Royal Institute of Chartered Surveyors (RICS) code of measuring practice, unless specifically stated otherwise. Reference to the types of development conforms to the Use Classes specified in the Town and Country Planning (Use Classes) Order 1987, as amended (see Glossary).
Car-parking spaces are generally to be provided off the highway or where new roads are being constructed on unallocated bays contiguous to it. PS14 allows in some cases parking on existing highways for residential development. Spaces must be clear of turning and circulation areas and be independently accessible.
Where a change of use is proposed, the traffic impact and parking standards applying to the previous and proposed uses will be compared. For mixed-use schemes regard will be had to shadow parking between uses at different times of the day.
For outline applications parking areas/layout will be part of the siting reserved matter (unless the parking is structured when it will be part of the design reserved matter). A condition should be put on the outline application setting a maximum parking level for the site - where uses/floor areas are known. In addition, and where uses/floor areas are not known, a condition will be placed on the outline application requiring details of parking (at no greater levels than revised UDP standards) to be submitted with applications to discharge reserved matters on uses and siting. In some cases this may need to be determined at the same point as access & landscaping reserved matters.
The minimum normal parking space dimension is 2.4m wide by 4.8m depth. The normal standard minimum dimension for a parking bay is given in SPG12 Access for Disabled People: Designing for Accessibility. SPG13, Layout Standards for Access Roads gives a number of examples where different dimensions apply.

PS2
Maximum and Minimum Standards
Standards PS6-PS14 are Maxima. However, minimum Operational Parking (as part of but not additional to the maxima) is required to cater for essential trips which cannot be made by public transport; including parking provision for people who are unable to use public transport because of a disability, people working unsociable hours, and people maintaining the building or the specific needs of a particular activity (in which case the onus will be on the applicant to demonstrate special need). Operational parking is part of the overall parking maximum (not additional) and does not include provision for commuter or visitor trips. Assessment of the necessary minimum amount of operational parking is proposed to be made on a case by case basis. Where an acceptable proposal comes forward to intensify the use of a site in an area with very good public transport accessibility with a controlled parking zone then the maximum standard will not be increased, so as not to increase car-use.
For developments below the maximum parking threshold relating to a standards for a single space (e.g. B1 developments less than 300M2) may still have one space. For developments of multiple small units below this level it is therefore acceptable to allow maximum parking to be assessed unit by unit, rather than the normal practice of the scheme as a whole.

PS3
Regeneration Exception
An increase of up to 1/3 in parking will exceptionally be made in Strategic Employment Areas, Park Royal and the National Stadium Policy Area, providing the applicants can demonstrate the following: (a) it is a key regeneration proposal supportive of regeneration projects in the area; and (b) the transport and environmental impact of the scheme is acceptable; and (c) the proposal secures significant and sufficient public transport/walking/cycling improvements, and/or contributions towards on-street parking controls, and implementation of a green transport plan.

PS5
Replacement of Essential Parking
In some limited circumstances it may be acceptable to replace parking which the Plan protects as essential (Policy TRN27) in an alternative location, but within easy walking distance. Examples are shared town centre public parking or parking for disabled people, where it is lost or not practical to provide on-site but where suitable sites can be identified in that centre. In such circumstances planning obligations may be used to secure this. Also the Council may accept payments to improve public transport, etc. The Plan does not, however, allow replacement of spaces required to meet the standards for parking for disabled people or cycles unless suitable on-street spaces can be identified and funded.

PS6
Business (Use Class B1) and Financial and Professional Services (Use Class A2), General Industry (Use Class B2) and Warehousing (Use Class B8)
Maximum of one space per 300 m2 Gross Floor Area in or adjacent to the Major Town Centres and District Centres where public transport access is good or very good. Elsewhere a standard of 1 space per 150 m2 Gross Floor Area applies.
This standard will also apply for non-ancillary office space in other developments i.e. of over 150m2 office space or where offices space exceeds 20% Gross Floor Area, irrespective of floor area.
For changes of use to A2 in shopping centres no parking is required in addition to the current use.
On street parking and servicing (including trade customers of cash and carry warehouses) is unacceptable.
For Live-Work development apply the residential parking standard only, but with a 50% reduction to reflect the reduced need to travel; servicing areas should be separate.

PS7
Shops (Use Class A1) less than 2000m2
Up to Gross Floor Area 400 m2 1 space
Plus 1 space each extra 100m2 Gross Floor Area pro-rata thereafter
The standard also covers 'quasi-retail' uses such as (e.g. private members clubs, advice centres, amusement centres, launderettes, internet cafes and international call centres).
Special attention will be paid to the impact of shops requiring large amounts of on-street servicing of shoppers.

PS8
Shops (Use Class A1), 2000m2 and over
Maximum of 1 space per 50 m2 Gross Floor Area in or adjacent to the Major Town Centres and District Centres where public transport access is good or very good. Elsewhere a standard of 1 space per 25 m2 Gross Floor Area applies.

PS9
Food and Drink Uses (Use Class A3)
Up to Gross Floor Area 400 m2 1 space
Plus 1 space each extra 100m2 Gross Floor Area pro-rata thereafter
A development or change of use should not have an adverse effect on traffic conditions associated with on-street parking (taking into account such factors as road safety and bus operation) and on-street parking on residential side streets should not adversely effect residential amenity (having regard to proposed hours of use and the nature of the use).
For 'takeaway' uses special attention will be paid to on-street stopping and/or parking of delivery vehicles and the impact of this on road safety and/or bus operation.

PS10
Assembly and Leisure (Use Class D2) and Theatres
Spaces equivalent to 1 in 60 patrons, based on maximum patron capacity, plus one space per 200m2 non seating/assembly area.
Maximum employee parking of one space per 5 employees

PS11
Hotels (Use Class C1)
Maximum of 1 space per 5 bedrooms
Plus maximum of 1 space per 5 employees
Employee parking is based on maximum accumulation levels.
Ancillary restaurants/bars open to non-residents apply the A3 standards.
Where hotels have 50 rooms+, one coach space should be provided per 50 rooms.

PS12
Non-Residential Institutions (Use Class D1) and Hospitals (Use Class C2)
Type of Establishment
Places of Worship 2 spaces for every 5 visitors, based on maximum capacity.
Hospitals 1 space per 5 beds
Education, Other Health and Community Facilities 1 space per 5 workers
An additional space would be allowable for each health-care worker who requires the use of a car in the course of his/her duties. Consideration may be given to dedicated on street 'doctor' bays.
For all education and health uses, the maximum additional visitor/student parking should be 20% of the employee parking, with a minimum provision of one space.
For community facilities, the maximum additional parking for
visitors should be 5% of the maximum attendance.
For day nurseries and educational uses special attention will be paid to setting down facilities and the impact of on-street parking on residential roads at the opening and close of sessions.
Religious buildings catering for festivals attracting large numbers of attendees may be required to enter into special traffic management arrangements.

PS13
Residential Institutions (Use Class C2) and Hostels
Residential Institutions (other than elderly persons permanent housing): 1 space per 10 bedrooms
Hostels (inc. Student Housing and HMOs): 1 space per 16 bedrooms
Maximum employee parking as Hotels.

PS14
Residential Development (Use Class C3)
Type of Dwelling Spaces per Unit
New Dwellings
1 bedroom 1.0
2 bedroom 1.2
3 bedroom 1.6
4+bedrooms 2.0
Elderly Persons Accommodation
Category 1 0.5
Category 2 0.25
Category 2.5(very sheltered) 0.1
Plus 1 warden space
The total parking provision for the development as a whole should be divided between assigned (allocated to an individual unit, such as front garden parking), and unassigned spaces. As unassigned spaces can be used more flexibly and reduce the overall provision, at least 50% of spaces should be unassigned for 1 or 2 bedroom properties, with 20% of spaces unassigned for larger properties. A maximum of two parking spaces per unit may be assigned. Assigned spaces may be hardstandings, garages, or car ports. Conditions may be imposed to ensure that garages remain available for the parking of a car.
On local access roads outside heavily parked streets visitor parking may be provided on-street, for the frontage of the development only, providing this is safe and sufficient carriageway width remains. For infill schemes normal parking may be provided in this manner if there is no satisfactory way to accommodate off street parking. In developments with new roads this is acceptable for all parking and new roads should be designed to accommodate such casual
parking.
Provisions apply to new dwellings. For conversions, any additional requirement is the standard for the converted dwellings, minus the standard for the pre-converted dwelling or building (in counting existing and proposed off-street parking, only parking complying with other Plan policies, i.e. Policy BE7 specifying the maximum use of front gardens, can be counted). In line with the above on-street parking accounting for any overspill might be acceptable on local access roads, if they are not heavily parked streets.
For conversions of non-residential buildings regard will be had to restrictions on space around the building.
For both new dwellings and conversions in areas with very good public transport accessibility, and town centres with good public transport accessibility and a controlled parking zone (CPZ), a reduced provision of 0.7 spaces per unit applies for 1-2 bedroom units and 1.2 space per unit for 3+ bedrooms. Spaces should be unallocated as far as practical.
For Work-Live development apply the residential parking standard only, but with a 50% reduction to reflect the reduced need to travel; servicing areas should be separate.
An exception can be made for affordable housing by a registered social landlord of up to 50% reduced provision (after all other reductions).
The siting of communal parking areas will be carefully controlled so that they are convenient for use by residents. Large expanses of surface car-parking unrelieved by screening and landscaping will not be considered acceptable.

continue to last part of Chapter 6

Foreword

Introduction

Strategy

Built Environment

Environmental Protection

Housing

Transport

Employment

Town Centres & Shopping

Tourism, Entertainment & the Arts

Open Space & Recreation

Community Facilities

Waste

INSET PLANS

Park Royal

Wembley Regeneration Area

Site Specific Proposals

Glossary

Borough-wide maps