Aberdeen Planning Guidance 2023: Transport and Accessibility

Aberdeen Planning Guidance 2023: Transport and Accessibility (DRAFT)

Table of Contents

1. Introduction

1.1 Status of Aberdeen Planning Guidance

1.2 Introduction to Topic / Background

1.3 Climate Change

2. Aberdeen Planning Guidance

2.1 Sustainable and Active Travel

2.2 Parking

2.3 Driveways

2.4 Positioning of Automatic Teller Machines (ATM)

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Page 9

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1. Introduction

1.1 Status of Aberdeen Planning Guidance

This Aberdeen Planning Guidance (APG) supports the Development Plan and is a material consideration in the

determination of planning applications.

This APG expands upon the following Aberdeen Local Development Plan policies:

• Policy T2 – Sustainable Transport

• Policy T3 – Parking

1.2 Introduction to Topic / Background

This document sets out the where and how development should be planned in order to best utilise the existing

transport network, with an emphasis on sustainable methods of travel. It also sets out how development should be

designed in order to allow for the optimum level of accessibility, again with particular regard towards access by

foot, cycling or other forms of sustainable travel.

Transport provision should be considered from the very outset of a development proposal, with particular attention

paid to the need to encourage sustainable travel. In planning the layout of new development, developers should

reflect the principals of Designing Streets and take into account the Aberdeen Core Paths Plan and Open Space

Strategy.

1.3 Climate Change

A sustainable transport system will help reduce emissions to tackle climate change, improve air quality, and lead to

a healthier population. This document aligns with the UN Sustainable Development Goal 9: Industry, Innovation

and Infrastructure. Also Aberdeen Adapts Goal 2 – Responsive transport and infrastructure.

2. Aberdeen Planning Guidance

This guidance can be read in five broad sections: Sustainable and Active Travel, Transport Assessments and

Travel Plans, Parking Standards, Driveways and Positioning of Automatic Teller Machines.

2.1 Sustainable and Active Travel

Distance to Public Transport

The ability to access and to move around and through the built and natural environment by walking and cycling

directly affects quality of life and is a major contributor to social inclusion. New development must be permeable to

pedestrians and cyclists. Developments should be linked by the most direct, attractive, safe, and secure pedestrian

and cycle links to potential trip sources within 800 metres of the development. New development must protect and

enhance existing access rights including Core Paths, rights of way and paths within the wider network.

All new developments should be accessible by public transport, suitable to the needs of the site. Sites should be

designed to allow for public transport penetration and ideally public transport should be available within 400 metres

of the origins and destinations of trips within the development. Where regular public transport services are not

accessible from the site at present, developers should engage with commercial operators to ensure the site can be

served by regular public transport services. Where this cannot be provided on a commercial basis, developers may

be required to contribute financially to services to ensure that these can be delivered at a frequency, at times and

to places that meet the needs of those without access to a car, and provide a viable and attractive alternative to the

car.

Electric Vehicle Charging Infrastructure

The Scottish Government has committed to the almost complete decarbonisation of road transport by 2050. One

way of achieving this is through encouraging and facilitating the uptake of electric vehicles (EVs). All new

developments will therefore be required to install appropriate EV charging infrastructure. This must take the form of

both:

• Active provision - fully wired and connected ‘ready to use’ charge points; and

• Passive provision – provision of the underlying infrastructure (e.g. power supply and cabling) to enable

installation and activation of a charge point in the future.

It is significantly cheaper and less disruptive to install EV infrastructure during construction than to retrofit later and

enables future users of the development to choose whether or not to own an EV.

For residential developments, one charge point (passive provision) is the minimum required for each unit where

spaces are private and off-street. Charge points should be connected to the domestic electricity supply.

Minimum standards for non-residential developments are outlined in the table on the left. In all cases, higher than

minimum provision is encouraged and may take the form of passive provision. In all instances, 7kW chargers,

capable of charging a car from 0 to 100% in 5-6 hours, will be the minimum unit type required. It is, however,

encouraged to install cabling and supplies suitable for more powerful chargers to allow flexibility in the future. A

range of plug and socket types are available. 7kW and 22kW units should have Mennekes Type 2 plug/socket type

as this is compatible with the greatest number of vehicles. Rapid chargers should be triple units with CHAdemo,

CCS and Mennekes Type 2 plug/socket type. When applying for alterations to existing car parking, provision will be

based on the resulting size of the car park and not the size of the extension.

For non-residential developments:

• Charge points should be located prominently with appropriate bay markings and signage in place;

• Once the development is complete, the site occupier will be responsible for operating, managing and

maintaining the charge points;

• Occupiers can choose to offer the charging infrastructure for free or to charge for usage. In any case, charge

points should be capable of pay-as-you-go transactions;

• Clear instructions should be provided as to how to use the units; and

• Units accessible to members of the public should be added to the National Charge point Registry.

Developers should engage with electricity providers to ensure that the entire electricity supply infrastructure will

have sufficient capacity to enable all charge points to operate simultaneously. The developer will be required to

meet the cost of any upgrades needed. Large developments with dedicated electricity sub-stations should specify

the sub-station to a sufficient capacity to fully cater for all EV charging requirements.

Car Clubs

The Council supports the implementation and expansion of Car Clubs in Aberdeen, especially in developments

where there is significant potential to reduce the number of car trips. A Car Club is a scheme whereby a vehicle or

vehicles are shared by a community, with members typically paying an annual membership fee which then

provides them with access to a car on a ‘pay as you go’ basis. Research shows that each car club vehicle typically

replaces 17 private cars as members refrain from buying or maintaining a second car or even choose not to own a

car at all (Transport Scotland). When a development is seeking to replace parking spaces with car club vehicles

then the following will apply:

Smaller Developments

• Within 400m: when a car club is available within 400m, smaller developments can contribute to the costs of

the existing vehicle as per the Supplementary Guidance: Planning Obligations.

• Outwith 400m: when a car club is not available within 400m then smaller developments can contribute

towards the total costs of a new car if the car club operator has identified local demand for a car club nearby.

Larger Developments (50 or more units)

• Within 400m: if a car club vehicle is located within 400m and, in discussion with the car club operator, it is

identified that a car is not at utilisation capacity then developers can contribute towards the costs of the

existing vehicle as per the Supplementary Guidance: Planning Obligations. Otherwise, a vehicle will have to

be provided and the provision below will apply.

• Outwith 400m: larger developments which do not have a car club vehicle already located nearby will need to

include provision for a vehicle, lining and signing located either within the development or on a nearby street

(so that it is available to members of the public as well). The developer can then, in discussion with the car

club provider, determine the type of vehicle suitable to their development needs (hybrid, electric, town, large,

van, etc.). If replacement of over 17 spaces is anticipated this will automatically trigger requirement for a

second vehicle. Replacing parking spaces with more than two car club vehicles in one location (i.e. within a

400m radius) will require to be negotiated with the car club operator.

In mixed use developments shared residential and business membership can be considered.

In entering into a legal agreement to set up and/or promote a Car Club, the developer should ensure that the

club is up and running from the very beginning of the occupation of the development. It should be offered to

prospective members on favourable terms. A common requirement is free initial membership for two years

with driving credit. The developer should expect to contribute to the costs of setting up and promoting the

club, as well as any traffic orders and works that might be necessary.

Please see the Supplementary Guidance: Planning Obligations for further information.

Low Car Development

In recognition of the contribution it can make towards sustainable development and reducing demand for car

parking, the Council will support and encourage low or no car development where there is evidence that car

ownership and use will be low enough to justify proposals. In City Centre and Inner City locations, low and no car

development may be acceptable depending on access to cycling and public transport options. In Outer City

locations it is unlikely that the accessibility of the site will enable low car development, however each application

will be assessed on its own merits.

The following factors will be taken into account when considering the suitability of a site for low or no car parking. It

is not necessarily the case that all factors have to be met. A single factor or a combination of factors may be

sufficient to justify the provision of low or no car parking:

• The site benefits from good walking, cycling and public transport accessibility;

• It can be demonstrated through a Travel Plan that significant measures will be undertaken to minimise the

number of cars expected to travel to/from the site;

• There will be no adverse impact on the amenity of neighbouring sites through increasing on-street parking

pressures;

• Complementary measures have been put in place to remove the need for residents to own a car such as

Car Club access; and

• The anticipated occupants are within close proximity to their main trip destination (e.g. nursing staff

accommodation close to the hospital; student accommodation close to the university).

Where proposals are specifically put forward as low car developments, the entitlement to on-street parking permits

will be restricted. There will always be a requirement for a minimum amount of disabled parking within the site.

Transport Assessments and Travel Plans

The majority of new development will have an impact on the transport network, and this must be identified as early

as possible in the planning process. There will be a presumption against development that is likely to generate a

significant number of new car trips unless appropriate mitigation measures are put in place.

Transport Assessments (TA) can help to identify and tackle issues of concern and determine whether further

infrastructure or service improvements are required to support the development proposed. Transport Scotland has

published Transport Assessment Guidance (2012) and developers should refer to this for more detailed

information.

A TA will be required for developments which exceed the following thresholds:

• Food retail >1,000 square metres Gross Floor Area (GFA)

• Non-food retail >1,000 square metres GFA

• Cinemas and conference facilities >1,000 square metres GFA

• Leisure facilities >1,000 square metres GFA

• Business >2,500 square metres GFA  Industry >5,000 square metres GFA

• Distribution and warehousing >10,000 square metres GFA

• Hospitals >2,500 square metres GFA

• Higher and further education >2,500 square metres GFA

• Stadia >1,500 seats

• Housing >100 dwellings

• Hotels >100 bedrooms.

TAs will vary in size and complexity depending on the nature, size, and possible effects of the development. The

above list is not exhaustive and there may be instances where a TA is required for a development below these

thresholds, if it is in, near or adversely impacts on an Air Quality Management Area, Noise Management Area or

Quiet Area, for example. Further information on these areas can be found in the Supplementary Guidance: Air

Quality and Noise documents.

A TA may also be required for changes of use, intensifications of use and/or extensions to existing sites.

The TA should provide a comprehensive and consistent review of all the potential transport impacts relating to a

proposed development or redevelopment and its immediate surroundings. It should consider travel-related issues

such as safety, trip generation, access junction design and new infrastructure requirements (such as new bus

services or cycle lanes) before, during and following construction. Adverse traffic and accessibility issues should be

addressed and, if appropriate, suitable mitigation measures identified. The objective should be to maximise

sustainable travel by walking, cycling and public transport and only then to consider the impact of residual vehicular

traffic.

For those developments where a TA is not required, a Transport Statement (TS) should normally be

provided instead. This should identify the main transport issues relating to a proposed development. The TS

will identify the existing transport infrastructure, travel characteristics associated with the site and the

proposed measures to improve the infrastructure and services to encourage sustainable travel to the site.

Detailed accessibility analysis and assessment of the traffic impacts will not be required. Further details of

the requirements for TSs are provided in Transport Scotland’s Transport Assessment Guidance.

All developments requiring a TA will also be required to submit a Travel Plan in support of the development.

A Travel Plan is a general term for a package of measures aimed at promoting more sustainable travel

choices to and from a site, with an emphasis on reducing reliance on the private car, thereby lessening the

impact of that site on the surrounding road network.

Technical Advice Note Travel Plans: A Guide for Developers will contain detailed guidance on preparing a

Travel Plan and associated documentation.

2.2 Parking

Introduction

Adequate parking can maintain and improve the economic vitality of town centres, enhance the attractiveness of an

area for development and is required to prevent overspill parking into surrounding areas. The over-provision of

parking spaces can however be a wasteful use of land, lead to increased land prices, reduce building densities,

and increase distances people must walk between adjacent land uses. Over-provision of parking can also reduce

travel by alternative forms of transport through the promotion of car use, resulting in the worsening of congestion

and air quality problems.

There will be a presumption against the creation of freestanding publicly accessible car parks (aside from those

required for office, residential or Park and Ride use), especially in city centre locations, as this would undermine

efforts to encourage the use of alternative forms of transport.

The following guidance is applicable to:

o New developments and extensions to existing developments;

o Conversion of existing buildings involving a change of use; and

o Material changes of use.

Car Parking Standards

The standards in this document have been informed by the evidence of existing parking demands and take account

of the potential reduced requirement for parking spaces in the future given other policy measures to encourage the

use of alternatives to cars. They also reflect Scottish Planning Policy guidelines and relate to the location of the

development.

Maximum parking standards are lower in areas that are easily accessible by non-car modes of transport. Three

zones have been identified for the application of varying standards and these roughly conform to the existing and

proposed Controlled Parking Zones (CPZs) throughout the city.

o The City Centre is highly accessible by public transport and the density of population relative to the

mixture of land uses (retailing, employment, etc.) allows for a large proportion of pedestrian and cycle

journeys. On-street parking, public off-street parking, public transport hubs and park and ride

opportunities are also available. These factors allow for the lowest maximum levels of parking

associated with new developments. In addition, the City Centre Masterplan has recommended zero

parking for new developments within the city centre.

o The Inner City is relatively accessible by public transport and pay and display parking is available in

most parts of the area for short stay use.

o The Outer City provides the third and least restrictive maximum standards as the area is less

accessible by public transport and the distance from main residential areas may preclude walking and

cycling on a significant scale.

The City Centre and Inner City are shown on Figure 1. Locations outwith these areas will be considered Outer City.

5.2 Car Parking Standards (cont.)

The parking standards relate to:

o Non-residential parking (maximum standards)

o Residential parking (guidelines)

o Disabled Badge Holders’ Parking (requirements)

o Delivery spaces (guidelines).

Different land use components in a mixed development should share car parking provision when the demand for

the different land uses is at different times of the day or week. For a change of use, developers should, in the first

instance, take account of the standards shown in the following tables and establish the appropriate number of

spaces required. Times of use of the existing and proposed land use(s) may be relevant to the need to provide

extra parking.

Where it is proposed to extend an existing building (or other land use), parking provision should be based on the

Gross Floor Area (GFA) of the existing plus proposed building area. Where parking standards in the following

tables relate to GFA, this should be measured according to the definition of GFA provided by TRICS

(www.trics.org), the national system of trip generation analysis for the UK and Ireland.

Where it is necessary to accommodate car parking within a private court, no more than 50% of the court should be

taken up by parking spaces and access roads.

This figure is a guideline, and the planning authority will consider each case on its particular merits. In high density

schemes underground or decked parking should be considered in order to achieve this.

Parking bays should generally be 2.5m x 5m with a 6m aisle width between bays. For nurseries or similar type of

development where small children are to be dropped off, an extra 0.9m should be provided between spaces.

When calculating the maximum numbers of spaces permitted for a development, any garage spaces

accompanying new homes should be included. The minimum acceptable external size of a new single garage is

6.0m x 3.0m, with a minimum internal size no less than 5.7m x 2.7m. The minimum effective entry width is 2.25m

with a height of 1.98m.

Please note that the following tables relate to the maximum number of parking spaces that are permissible. The

Council will accept or may require less parking (lower than the maxima) in order to keep traffic generation within

acceptable levels and ensure appropriate amenity levels.

Developers may be liable for additional contributions to pedestrian, cycle, public transport and Car Club facilities to

offset non-sustainable trip generation.

3. Summary of Policy

These are guidelines and will be applied as maxima. The level of parking proposed in new development must be

agreed with the Planning Authority.

Where development proposals include the provision of off-street parking, the entitlement to on-street parking

permits will be restricted. Developers should consider providing suitable alternatives to residents such as bus

permits and membership of a Car Club where 3 or more units are proposed. The Council will support applications

for low or no car developments in well-connected locations. Residential visitor parking is to be provided where the

principal of providing parking requires to be specified by the Roads Authority.

Disabled Badge Holders’ Parking – Minimum Requirements

A proportion of car parking spaces in all new developments should be accessible to a person with mobility

impairment, including wheelchair users, and designated for use as such.

Reserved accessible parking spaces should be provided as per the following table in accordance with Scottish

Planning Policy. Please note that these are minimum requirements.

In larger car parks, developers may be required to adopt the stricter standards provided in the Scottish

Government’s Technical Handbooks: Non Domestic –Safety (2015) which asks that accessible spaces be provided

on a ratio of at least 1 per 20 parking spaces, or part thereof. For residential developments, accessible spaces

should be provided on a ratio of at least 1 per 20, or part thereof, in accordance with the Technical Handbook.

Spaces should be designed so that drivers and passengers, either of whom may be disabled, can get in and out of

the car easily, and should allow users to gain access from the side or from the rear. They should be large enough

to protect people from moving traffic when they cannot get in or out of the car on the footway side. Spaces should

be:

• Located on a road surface that is level (with a gradient of not more than 1 in 50);

• Not more than 45m from a common entrance;

• Clearly marked with the international symbol of access;

• Provided with a dropped kerb access to an accessible route; and

• Where perpendicular or at an angle to a road, at least 4.8m long x 2.4m wide, outwith which a delineated

access zone at least 1.2m wide to each long side and between the end of the bay and any road is shown; or

• Where parallel to a road, at least 6.6m long by 3.6m wide, as shown in Figure 2.

Figure 2: Accessible Parking Bay Dimensions

To allow operation by a person using a wheelchair, equipment such as parking ticket dispensers should have any

controls at a height of between 750mm and 1.2m above ground level.

Delivery/Loading/Unloading Parking Standards/Guidelines

The following standards apply to spaces required for vehicles regularly and necessarily involved in the servicing of

businesses or other buildings. This includes space for commercial vehicles delivering or collecting goods from

premises and space for loading and unloading.

Details of operational parking requirements should be considered as guidelines. Where no operational requirement

is specified, requirements will be considered on a case-by-case basis. However, it is important where possible that

loading and other servicing facilities are provided on site or shared with other users to prevent delivery vehicles

queuing or using on-street locations to load and unload.

Developments likely to generate coach traffic should provide appropriate off-street parking facilities for the

stopping, setting down and picking up of passengers as well as appropriate turning facilities.

Cycle Parking Standards

A Regional Active Travel Action Plan was developed by Aberdeen City Council, Aberdeenshire Council and

Nestrans during 2014 with the aim of encouraging increased levels of active travel across the region. It is important

that secure cycle parking is provided in all developments. A minimum of two short stay cycle stands, or four cycle

parking spaces, must be provided at an absolute maximum of 50m fromthe entrance of every development, in a

safe, convenient, accessible and prominent position. Drawings submitted for a planning application should clearly

indicate the number of spaces available for bicycles, location and design. The following minimum standards will

apply which have been adapted with minor modifications from the national standards in Transport Scotland’s

Cycling by Design (2010). The minimum of two short-stay spaces still applies in all instances but can be included

as part of the allocations for customers or visitors outlined below.

5. Further Reading

[Opportunity to give the user any further reading for additional reading – please do not use hyperlinks in the text of

the APG as over time they fail]

Cycle Parking Standards (cont.)

When a planning application for the intensification of an existing use or a change of use is made, there could be a

need to provide additional cycle parking in line with the standards. Where space is limited, the planning authority

will enter into negotiations with developers over the preferred approach to cycle parking in terms of volume and

location. One approach could be, for example, where there is no room for facilities to be provided on-site,

appropriate facilities are provided off-site within 50m of the development.

Facilities should be signed and preferably lit or placed close to a source of light. If possible, they should be

monitored by closed circuit television and be visible to on-site security staff. Weather protection is highly desirable.

Short Stay Cycle Parking

Short stay cycle parking is predominantly for visitors and customers. For industrial, office, commercial, leisure and

retail developments, this should preferably be on-site and adjacent to the entrance of a building and at an absolute

maximum of 50m from the entrance. Buildings with more than one entrance should have cycle parking facilities

located at each entrance. In the city centre, if the entrance is located within 50m of existing cycle parking stands,

these can be included as part of the quota.

Sheffield stands are the preferred style, although wall mounted bicycle stands may be acceptable in certain

circumstances.

Sheffield Stand Specifications

Only the higher specification of stainless steel and galvanised, powder or nylon coated should be used. Stand ends

should be embedded in concrete, bolted into the ground or welded to parallel bars at ground level to form a

‘toast rack’ system. Adequate space (a minimum size of no less than 0.75 metres) should be provided at either

end of the stand to enable cycles to be easily removed.

Long stay Cycle Parking

Where users of the site are likely to park their bicycle for more than a few hours (such as residents, staff, hotel

guests, school pupils, university students), long stay parking will be required, preferably in the form of secure

covered facilities such as cycle cages or lockable compounds. Secure compounds within buildings may be

acceptable provided they are located at ground level and are easily accessible. The compound must be under

continuous supervision or have a shared key arrangement. Sheffield stands should also be provided within the

bike store for increased security. On larger sites, small clusters of cycle parking facilities are preferable to large

central parking compounds.

Individual lockable facilities are preferred at residential developments.

Motorcycle Parking

Motorcycle parking can be provided on-street, off-street, in surface and in multi-storey parking. Motorcycle parking

should be:

o Near –located within 50m of the development;

o Clear –well signed;

o Secure –allowing machines to be secured to something immovable and to benefit from maximum

casual observation; and

o Safe to use –preferably well-lit with Closed Circuit Television coverage.

Fixed features such as rails, hoops or posts which provide a simple locking-point to secure a motorcycle by chain

or similar device are preferable, anchored in or adjacent to the road. Anchor points should be compatible with a

wide range of bike types and locking devices. Where motorcycles are to be parked with one wheel against the

kerb, a simple continuous steel rail satisfies most situations. This should be set at around 600mm above the

surface to accommodate a range of wheel sizes and to prevent thieves from using the ground as leverage for bolt

cutters and jacks.

On-street bays should follow a similar layout to car parking bays, ranging in depth from 1.8 -2.7m but with

motorcycles parked at right angles rather than parallel to the kerb, ensuring that they do not protrude onto the

carriageway. An average effective width of around 1.4m per machine is required. Parking areas should have

limited gradients (less than 5 degrees) to allow for manoeuvrability and to prevent motorcycles from falling over.

Surfaces should be firm, able to support the weight of a motorcycle through its stand and capable of withstanding

penetration by the stand, and well-drained with non-slip surfaces.

Sufficient space and visibility for riders is required to allow safe manoeuvring. Parking should not be positioned so

that riders are tempted to use footways to access it. A Pay and Display regime is unsuitable for motorcycles.

Parking in Conservation Areas

Statutory and Other Requirements

In conservation areas, planning permission is required to form a car park within a front or rear garden and, in some

situations, conservation area consent may also be required where the proposals entail demolition work. Planning

permission is also required to form a car park within the curtilage of a listed building, whilst listed building consent

may be required if any structure within the curtilage of a listed building is to be altered or removed. In all cases,

including those where no planning or listed building consents are required, there is a requirement to apply to the

Council to form a footway crossing.

Removal of Existing Parking Spaces

Residents are encouraged to restore the land to its original use (e.g. as garden space). This will help restore the

character of the area.

Parking in Garden Areas

The conversion of front gardens for car parking will only be permitted where:

• the site is outwith the West End Office Area (as shown on the Proposals Map);

• rear garden parking is not an option;

• there are no implications for road safety;

• there is no impact on significant street or garden trees; and

• on-street parking is not readily available in the vicinity.

Other situations will be considered on their own merit on the condition that the garden is large enough to

accommodate a single car whilst leaving a reasonable space between the parked car and the house, and at least

50% of the garden ground for soft landscaping.

The following are the planning criteria for assessing applications for parking in front gardens of listed buildings or

buildings in conservation areas. Similar criteria apply to front gardens of flats.

• No more than 35% of the front garden area may be given over for parking, or 50% of footpaths and other

hard surfaced areas are included. At least 50% of the garden area should be left in topsoil to permit soft

landscaping.

• Suitable landscaping should be provided to screen both parking and turning areas and generally to soften

the intrusive effect of cars parked in front of the property. Please refer to Aberdeen Planning Guidance:

Landscape for further information.

• The design of any turning area should be such that it can be used only for turning and not as additional

parking area.

• The formation of the access driveway or parking area must not result in the loss of any street trees,

significant garden trees or trees with a Tree Protection Order (TPO).

• Consent will not be granted where the property has a rear garden area, suitable for parking, which is

accessible from a rear lane or side street.

• Where the garden is owned by more than one resident, owners will not be permitted a separate driveway

and parking area each unless they can be achieved without fragmenting the garden or unduly reducing on-

street parking. A communal driveway and parking area may be permissible provided they occupy no more

than 35% of the front garden, or 50% if footpaths and other hard surfaced areas are included.

In certain areas, where rear lanes provide access to back gardens, it may be acceptable to convert part of these

back gardens for car parking. In order to preserve as much as possible of the amenity provided by these gardens,

the area given over to parking will be the minimum required to provide no more than one car space for each flat;

the treatment of other areas, including boundary walls, landscaped areas and screen planting, will require careful

consideration.

In the case of houses or houses which have been subdivided into flats or converted into non-residential use, it may

be easier to provide parking space as most rear gardens will be able to accommodate a small number of cars,

whilst still leaving a good proportion of garden ground unaffected.

Layout

Where car parks in rear areas are permissible, their layout will vary depending on the site characteristics and

parking requirements. A high priority is placed on retaining significant trees, original outbuildings such as stables

or coach houses, boundary features such as granite walling and even changes in level which add interest to the

site. A generous space of around 5m should be allowed between the parking area and the rear lane to permit

adequate landscaping and for trees to develop without threatening boundary walls.

Rear Boundary Walls

Openings formed in rear boundary walls should be of a width of around 3.5m to allow vehicular access. Materials

matching the original should be used in any alterations to boundary walls. When creating new openings, as much

of the original wall should be retained as possible.

Garages in Rear Gardens

The formation of garages off rear lanes, serving houses or a small number of flats, can usually be achieved

satisfactorily. The design and positioning of the garage should be given careful consideration, particularly with

regard to the effect the garage will have on the appearance of the lane. Where, as in most situations, the garage

opens onto the lane, the outer wall of the garage should be on the same line as the garden wall and not recessed

back from it as this helps to maintain the delineation of the lane. However, on a case-by-case basis, where there

are concerns over safety and manoeuvrability, a setback of 1m within the property boundary will be required. This

may affect the choice of garage door as it is not acceptable for the door to encroach onto the lane as it is opened.

The formation of ranks of garages in rear gardens of tenements has an extremely detrimental effect on the

appearance of rear garden areas and will not normally be permitted.

2.3 Driveways

Planning Permission and Roads Consent

In seeking consent for a driveway, applicants should note that up to three separate consents may be required:

Planning Permission, Road Consent and Landlord’s Consent. Planning permission may be required if:

• The property is a flat;

• Construction work involves over 0.5m of earthworks (excavation or raising of ground level);

• The verge to the footway has grass over 2.5m wide;

• The driveway accesses on to a classified road; and

• The property is a listed building or is situated in a conservation area. Permission will always be required

from the Council for the installation of a driveway. If the driveway is the subject of a planning application,

then roads issues will be dealt with as part of the planning process, otherwise an application is made directly

to the Roads Authority for permission to construct the access.

Roads Authority Requirements and Standards

Driveway application forms can be downloaded here.

The following conditions should be met to comply with the Roads Authority requirements and standards. These

conditions apply to all driveway applications, including those that do not require planning permission:

• There is a presumption against granting permission for a driveway onto a trunk road or primary distributor

road. On district distributor roads there is also a presumption against granting consent for driveways but this

may be relaxed provided the proposal meets road safety criteria and vehicles are able to enter and exit the

parking area in forward gear. Local distributor roads are treated similarly to district distributors but without

the requirement to enter and exit in forward gear.

• Permission will not be granted for a driveway across an amenity area or road side verge unless it would

produce a demonstrable improvement in road safety and have no adverse effect on the amenity of the area.

Where the creation of a driveway with one parking space will lead to the loss of an on-street parking space

driveway permission will not generally be granted due to the loss of amenity space for all residents on the street.

• Where the building is in multiple ownership, the formation of an access driveway for one or more owners

should not result in any of the remaining owners having no opportunity to park in the street adjacent to their

property.

• Consent will not normally be granted for parking in garden areas in front of tenement flats.

Specifications

• Driveways should be a minimum of 15m from a junction, although there may be circumstances where this

may be relaxed when not deemed a road safety issue. In no circumstances, however, will a driveway be

permitted within 10m of a junction.

• Driveways in new houses must have a minimum length of 6m. Driveways in existing houses must be at least

5m in length. If a proposed driveway is longer than 7m, it must then be at least 10m long. This will prevent

a second car overhanging the footway should two cars be parked on the driveway. Vehicles that overhang

the footway cause a safety hazard to pedestrians, especially young children and those with a disability. For

driveways at existing properties a similar standard will be sought, however individual applications will be

assessed on merit.

• Single driveways must be at least 3m in width. Double driveways must be at least 5m in width. The

gradient of a driveway should generally not exceed 1:20 although this may be relaxed to a maximum of 1:15

in certain circumstances, provided suitable measures, such as nonslip surfacing, are employed.

• A driveway should be internally drained with no surface water discharging on to the public road. This is to

prevent any flooding on the road, which could cause ice to form in the winter.

• A driveway must be served by a footway crossing constructed by the Council. This ensures that it is of a

suitable standard and that any services under the footway have suitable protection. Loose material such as

stone chippings or gravel must not be used to surface the first 2m of the driveway adjacent to the footway to

help minimise material being carried onto the footpath or roadway. The applicant is responsible for the

payment of all works involved.

• In general, only one footway crossing per property is permitted. In some situations this may be relaxed, for

example at large houses with a frontage in excess of 30m where an “in” and an “out” may be permitted.

Where properties have suitable existing facilities at the rear of the property it is unlikely that permission will

be granted for further crossings at the front of the building. The normal width of a footway crossing is 3m but

this may be increased to 6m for a double driveway.

• Driveways must be positioned to enable the required visibility, including pedestrian visibility, to be achieved

in accordance with National Standards (Designing Streets and DMRB). A driveway should meet the public

road at right angles and a vehicle should be able to enter and exit the driveway at right angles to the road so

that a driver can see clearly in both directions without having to turn round excessively. Driveways which do

not meet the minimum requirements for visibility will be refused.

• If there is an impact on road safety and residential amenity, a driveway will not normally be permitted if

access is taken from a parking lay-by or a controlled parking area which is regularly in use.

• Where the Council owns the property, the Council’s consent as landlord will be required. Where the property

was previously in the ownership of the Council, there may also be a requirement to seek Superior’s Consent

from the Council for the works. This should be obtained before work commences. Where a change of use of

private or public open space is required, please contact the Council.

• All applications must include a suitable plan clearly showing the location of the proposed driveway and the

dimensions along with the construction details.

Access off Rear Lanes

The formation of accesses off rear lanes serving houses or a small number of flats can usually be achieved

satisfactorily. The design and positioning of the access/garage should be given careful consideration,

particularly with regard to the effect the access/garage will have on the safety and efficiency of the lane. It is

preferred that garages not be recessed back from the lane. However, where there are visibility issues for

both users of the lane and users of the accesses and garages, and on a case by case basis, a setback of

1m within the curtilage of the property will be acceptable. Rear lane boundary walls built to maintain visibility

splays to national standards and garages positioned in the centre of plots are preferred.

2.4 Positioning of Automatic Teller Machines (ATM)

Below are the general principles which should be considered in all instances when installing ATMs:

• They should be located along active building frontages in public areas, where there is a high level of passive

surveillance.

• The position of the ATM will ensure the free flow of existing pedestrian movement along the footway and will

not cause an obstruction or congestion. ATMs are required to be more than 3m from the corner of a building

at a street junction.

• The location of the ATM will ensure there is no detrimental impact to the external appearance of the property

or loss of, or unsatisfactory alteration to, an internal feature of architectural or historical importance.

• The ATM will ensure good visibility remains, and will not be located adjacent to or near junctions or bends in

the road or pavement or in areas where there is poor visibility.

• ATMs will be located where there is available parking adjacent to the proposed sites and where there is no

obstruction to surrounding uses or driveways.