TECHNICAL GUIDANCE ON TRANSPORTATION

STANDARDS

CONTENTS
1 INTRODUCTION ...............................................................................................2
2 PERMISSIONS FOR WORKS TO, OR FURNITURE ON, THE
HIGHWAY...........................................................................................................2
3 STREETSCAPE ..................................................................................................2
THE FOOTWAY........................................................................................................3
KERBS AND CROSSINGS ..........................................................................................3
5 TABLES AND CHAIRS, PERMANENT STREET FURNITURE ................4
6 TRANSPORTATION NEEDS OF DISABLED PEOPLE ..............................5
ACCESS RAMPS .......................................................................................................7
DESIGN FOR THE DISABLED USER ...........................................................................7
8 PARKING QUANTITIES & DIMENSIONS ...................................................8
PARKING SPACE DIMENSIONS .................................................................................9
9 VEHICLE ACCESS CONSIDERATIONS.......................................................9
KERB RADII AND VISIBILITY SPLAYS ...................................................................10
INTERNAL CIRCULATION ......................................................................................10
SWEPT PATHS FOR COMMERCIAL VEHICLES .........................................................11
DELIVERY AND SERVICING ...................................................................................11
LOADING BAYS FOR HEAVY GOODS VEHICLES ....................................................13
LARGE DEVELOPMENTS ........................................................................................15
10 REFUSE STORAGE AND COLLECTION ...................................................15
CONTACTS: ...............................................................................................................16
APPENDIX A: PARKING AND SERVICING PROVISION ................................17
APPENDIX B: GEOMETRIC DESIGN ..................................................................19

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1 INTRODUCTION
1.1 The Royal Borough’s Unitary Development Plan (UDP) sets out the
Council’s Transport policies for new development. This supplementary
planning guidance lists the provisions the Royal Borough expects to be
made for parking, servicing and highway improvements in new or converted
developments. These complement the UDP policies and offer detailed
guidance to assist in their implementation.
1.2 This non-statutory guidance supplements the policies of the UDP, adopted
on 28th May 2002. The UDP sets out the Royal Borough’s policies and
proposals for the use of land within its boundaries. Only the policies in the
UDP can have the special status afforded by section 54a of the Town and
Country Planning Act, 1990, in deciding planning applications. However,
the Government advises that supplementary planning guidance may be
taken into account as a material consideration, the weight accorded to it
being increased if it has been prepared in consultation with the public and
has been the subject of a Council resolution.
1.3 The Royal Borough’s UDP policies relating to transportation have been
altered to take into account changes to national policy, such as the revised
Planning Policy Guidance Note 13 ‘Transport’ (March, 2001) and the new
transport policies of the Mayor of London.
1.4 The Royal Borough has a rich architectural heritage. Many buildings are
listed or located in conservation areas, which may impose design
constraints. The Royal Borough places a high priority on the streetscene. By
promoting best practice in design of motor and cycle parking, highways
improvements and servicing for larger developments, we aim to maintain or
improve this already high quality environment.

2 PERMISSIONS FOR WORKS TO, OR FURNITURE ON, THE

HIGHWAY
2.1 All development proposals that require planning permission need to include
appropriate provision for parking and service vehicles.
2.2 In addition to planning permission, works on the public highway (this
includes the footway) require consent under the Highways Act 1980. Please
contact the Director of Transportation and Highways for further advice.
2.3 Developments which require the permanent stopping up or diversion of the
highway also need permission under Section 247 of the Town and Country
Planning Act for a Stopping Up Order, in addition to planning permission.
Where temporary stopping up is needed, a licence is required from the
Director of Transportation and Highways.

3 STREETSCAPE
3.1 The Royal Borough of Kensington and Chelsea is primarily a residential
area. To ensure that we continue to provide a high quality residential
environment for local people and London as a whole, the Royal Borough’s
overall aim is:

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 ‘To maintain and enhance the character and function of the Royal
Borough as a residential area and to ensure its continuing role within the
Metropolitan area as an attractive place to live and work’.
3.2.1 To view buildings at their best, it is important to ensure that the streets are
consistently designed to high standards. To this end, the Royal Borough is
considering past and proposed street management schemes with the aim of
maintaining and encouraging a coherent and high quality streetscape,
consistent with the Streets for All principle of “less is more” (this manual
was published by English Heritage in 2000). This principle suggests that a
less cluttered street environment provides an urban form consistent with the
principles of good design and is exemplified by the Kensington High Street
improvements.

4 PEDESTRIANS
The Footway
4.1 The Royal Borough is committed to maintaining the quality of the built
environment. To be seen at their best, buildings should be complemented by
streets designed to the same high standards - with footways as free as
possible of clutter, in configurations that respect building lines. The Royal
Borough’s own 'Streetscape Manual' is in preparation (estimated
publication April 2004) that will take these ideas forward, using good
streetscape examples and demonstrating the principle of “less is more”.
4.2 The safety of all road users, both within developments and on the roads
surrounding, is of primary importance to the Royal Borough. The aim is to
minimise the number of breaks in the footway for vehicle crossings. Ideally,
vehicles and pedestrians should have separate access facilities. Where this is
not possible, the points of possible conflict between pedestrians and vehicles
should be kept to a minimum. Any new footway should be a minimum of
2.0 metres (6ft6in).
4.3 The doors of developments must not open outwards onto the public
highway. This includes garage doors, garden gates and fire escapes. Doors
and passageways within the confines of a development should not open onto
vehicle routes unless adequate paving and sightline markings are provided.
Ideally, designs should ensure that goods are not loaded or unloaded from
the public highway or across pedestrian routes within a development.

Kerbs and Crossings

4.4 At all designated crossing points on roads or other vehicle carriageways:
• The kerb must be ramped flush to the carriageway, with a gradient not
steeper than 1:10.
• The crossing should be identifiable to blind or partially sighted
pedestrians.
• Crossing ramps must be directly opposite one another and preferably
at right angles to the carriageway.

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 • The detailed design and materials should be agreed by the Director of
Transportation and Highways, and will be determined on a site-
specific basis according to need, streetscape and road safety
considerations.

5 TABLES AND CHAIRS, PERMANENT STREET FURNITURE

5.1 The placing of tables and chairs on the highway is a common occurrence
throughout the Royal Borough and is controlled by Section 55 of the Town
and Country Planning Act 1990 and Section 115E of the Highways Act
1980.
5.2 Planning permission is required to place tables and chairs on the highway
(publicly or privately maintained) or on a private forecourt where a material
change of use constituting development is involved.
5.3 There may not be a material change of use of the area in question if the
placing of tables and chairs is deemed to be ancillary to the main use or
where the area upon which the tables and chairs are to be placed already
falls within the curtilage of an A3 use (for the sale of food or drink for
consumption on the premises or of hot food for consumption off the
premises). This is a question of fact and degree in every case and further
information should be obtained from the Executive Director of Planning and
Conservation.
5.4 A Highways Licence under S.115E is required when the tables and chairs
are to be placed on the highway (regardless of whether or not it is publicly
or privately maintained). A Highways Licence is not required to place
tables and chairs on private land.
5.5 The Council may grant s.115E licences for all highways in the Borough.
Where Transport for London are the Highway Authority for the highway in
question, the Council must consult them and obtain their consent to the
tables and chairs being placed on the highway.
5.6 Licences for tables and chairs on the footway will not be permitted where
the furniture takes up more than a third of the footway. In all instances a
minimum of 2.0 metres (6ft6in) must be left clear to allow pedestrians,
prams and wheelchairs to pass without difficulty. However significant
additional width will be required in areas where there is a high level of
pedestrian activity, or permanent obstruction by street furniture.

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Figure 1: Example of Acceptable Table and Chair layout

5.7 The Royal Borough has produced separate guidance for applicants wishing
to place tables and chairs on the Highway. Further information is available
from the Director of Transportation and Highways.

6 TRANSPORTATION NEEDS OF DISABLED PEOPLE

6.1 The Royal Borough has a commitment to the mobility needs of disabled
people. Consideration of the needs of people with special mobility
requirements is necessary in the design and implementation of parking
spaces, pavements and kerbs and crossings.
6.2 Where parking provision is provided, 10% of spaces, with a minimum of
one space in each development, must be designed and marked out for use by
disabled people (see Figure 2). The spaces must be located so that they are
capable of use by wheelchair users and must be in close proximity to main
access routes and, where appropriate, internal lifts.
6.3 Disabled people need car parking spaces with additional width and ideally,
length for ease of access (see Figure 7 below). Level access from the
footway should be provided. For example, this could be a one metre (3ft3in)
wide dropped kerb adjacent to disabled bay. The width of such parking bays
needs to be clearly marked out.

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 Accessible Parking Bays (off-street)
Figure 2a) Access around designated off-street parking spaces

Accessible Parking Bays

Figure 2b: Markings for designated off-street parking spaces

Both the above figures are taken from BS 8300:2001 Design of Buildings and their
approaches to meet the needs of disabled people -Code of Practice October 2001

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 Access Ramps

6.4 The Disability Discrimination Act (DDA) 1995 calls for improved access
for disabled people. Part 3 requires service providers to ‘remove physical
barriers that prevent disabled people gaining access to services or to provide
the service in a reasonable alternative manner.’
6.5 Developers will be required to observe their obligations under the DDA.
Whenever possible, the needs of disabled people should be designed into a
building so as to be fully and unobtrusively integrated into the architectural
composition. Internal level-access is the Council’s preferred way of
ensuring that the building is fully accessible to all users.
6.6 The use of external and removable ramps will only be permitted in very rare
circumstances. Such alternatives may well need Planning permission.
Further advice for shopkeepers and others similarly placed is available from
the Planning Information Office. Regard must always be had to the
character of Listed Buildings and the UDP requirement to preserve and
enhance the character of a Conservation Area.

Design for the Disabled User

6.7 Whenever possible the needs of disabled people should be designed into the
building and hence the need for providing ramps or the alternatives
described above, eliminated.
6.8 The Royal Borough’s Planning Officers are able to provide further
assistance to applicants.

7 CYCLISTS
7.1 Cycle stands should be provided in locations that are accessible and easy to
see so that they will be well used, whether inside or outside the
development. The basic requirement of cycle parking is that it:
(a) provides security against theft;
(b) does not endanger pedestrians (especially those who are blind or
partially sighted);
(c) is visually acceptable; and
(d) supports cycles without damaging them.

Although there are several types of parking stands, the stand the Council
considers most appropriate for use by the public is illustrated in Figure 3
(next page).

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Figure 3: Example of a Suitable Bicycle Stand

7.2 In residential developments convenient, safe and secure space suitable for
the storage of at least 1 bicycle per dwelling unit should be provided. In
addition for large developments of 10 or more dwellings visitor cycle
parking should also be provided. A minimum gap of 1000mm (3ft 3in)
should be allowed between two parallel stands and in banks of stands.
7.3 In applications for non-residential development the Royal Borough will seek
to secure adequate cycle parking facilities for staff and visitors. The
standard for the provision of cycle parking facilities for employees is a
minimum of 1 stand per 200m2 (2153 sq ft) of floorspace. Additional cycle
parking for visitors may be required for certain uses (see Appendix A).
Facilities should include changing and shower areas as well as stands in
non-residential properties.

8 PARKING QUANTITIES & DIMENSIONS

8.1 These standards relate to developments that need to accommodate vehicular
movement or parking as part of their overall design. The standards (outlined
in Appendix A, reproduced from the Royal Borough’s UDP Table 5.1) are
maxima, except where stated. They will normally apply to all new
developments and major redevelopment of a site. The following paragraphs
should be read in conjunction with Appendix A.
8.2 Paragraphs 7.21.25, 7.21.26 and 7.21.27 of the UDP Transportation Chapter
outline the background for the standards for residential development. With
residential development the Royal Borough will require off-street parking to
supplement the restricted on-street provision - except in those circumstances
set out in Policy TR42. Parking provision should be made available to, and
permanently retained for use by, residents of the development.

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8.3 The Royal Borough recognises that in some cases proposals for residential
development, such as conversions of houses into multiple units, will not
include off-street parking (or adequate off-street parking) to accommodate
the demand from residents. In those circumstances where no, or reduced off-
street parking is proposed the Council will wish to ensure that such
development does not generate unacceptable levels of on-street parking
demand or exacerbate already severe problems of restricted on-street
provision. When a residential development is proposed with no on-site car
parking provision, adequate means must be agreed with the Council to avoid
any increase in on-street parking demand resulting from the development
(see paragraph 7.21.27 of the Transportation Chapter). This could include
the use of the car-club scheme, use of alternative off-street parking on
another site or removing access to residents’ parking permits for new
residential development (‘permit free development’).
8.4 The standard rate of provision of spaces in office and studio developments
that fall into use classes A2, B1(a) and B1(b) is set out in Appendix A and is
a maximum of 1 space per 1500 square metres (16,146 sq ft). For
developments of more than 5000 square metres (53,820 sq ft) it may be
necessary to provide service spaces for delivery by large goods vehicles that
is separate from the off-street parking provision.
Parking Space Dimensions
8.5 The dimensions for car parking spaces allows for the width of the car, near
side clearance and the opening of the door. Single garages and hardstands
should have a minimum length of 4.9m (16 ft), to ensure that the entire
vehicle can be accommodated and does not overhang the footway. For those
with special mobility needs additional width is required for ease of access.
The width of such spaces should be marked out to the dimensions in
Appendix B. The manoeuvring space for, or aisle width between, parking
spaces will need to be appropriate to:
(a) the size of vehicles needing access;
(b) the angle and width of parking bay;
(c) the location of any pillars, posts or doorways on the side of the bays;
(d) the location of any walls or posts opposite the bays.
Detailed geometric information is given in Appendix B.

9 VEHICLE ACCESS CONSIDERATIONS

9.1 Dimensions of accesses vary according to the type of development.
However, all accesses must meet road safety and highway design standards,
minimise the disruption to the footway and accord with policies set out in
the Transportation Chapter. The minimum acceptable distance from a
junction to an access is given in Appendix B. Figure 4 shows the required
kerb radii and visibility splays for accesses.

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Figure 4: Kerb Radii and Visibility Splays
Kerb Radii and Visibility Splays

60m (90m*)

15m

12m

2.4m
5m

9m

Normal minimum

Ideal visibility splay

Minimum where townscape considerations

may be of concern

* 90m Required for speed in excess of 30mph

Kerb Radii and Visibility Splays

9.2 Where access is proposed to or from a Major Road, whether by way of a
priority or signal controlled junction, the design of the access should be
considered at the earliest stage in consultation with the Directorate of
Transportation and Highways. The definition of a ‘Major Road’ appears in
the Roads and Traffic Management section of Chapter 7 (Transportation) of
the UDP.
9.3 For single family dwellings, access will normally be via a pavement
crossover. Access to other sites will normally be formed to minimise works
to the footway, as well as impediment to pedestrians.
9.4 Access for emergency vehicles will be the same as for refuse and goods
vehicle requirements.
9.5 Access to internal parking and servicing will often include ramps. Access
ramps should not emerge straight onto the public highway and should be
level from the back of the footway. The minimum ramp gradients are given
in Appendix B and differ between types of development. These gradients
are presumed to be frost protected, less steep gradients will be needed if
such protection is not guaranteed. Gradients of 1 in 10 or steeper on vehicle
access ways will need vertical transitions with appropriate adjustment to
headroom, and a nearly level section (accommodating a vehicle’s length)
before joining a highway or crossing a footway.
Internal Circulation
9.6 Vehicles should be able to manoeuvre within sites safely. Where appropriate
on larger sites, traffic calming measures will be required to ensure safety.
The widths of carriageway within sites are given in Appendix B. The
dimensions given for commercial car parks allows for end-on and echelon
parking. Applicants are requested to provide evidence of swept paths on
submitted drawings. For guidance, Figure 5 shows examples of the swept
paths for certain commercial vehicles.

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 Swept Paths for Commercial Vehicles
Figure 5: Maximum Widths of Swept Paths of Vehicles Making a 90 DegreeTurn

Delivery and Servicing

9.7 For new development, developers are encouraged to produce a Delivery
and Servicing Plan in order to minimise peak hour activity, combine
deliveries to reduce movement and promote the use of environmentally
sensitive vehicles. This plan should fully comply with the requirements of
the London Night-Time and Weekend Lorry Ban, which is operated by the
Association of London Government, and with any other restrictions on
night-time and weekend HGV movement imposed by the Royal Borough.

9.8 To ensure that vehicles, especially goods vehicles, do not need to reverse
into the public highway, it will be necessary in some sites to provide a
vehicle turning area. Examples of acceptable turning area layouts are given
in Figures 6a –c and examples of loading bays in 7a –d. Note that local

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 character and urban form may require alternative solutions that need
consultation with the Council.
Vehicle Turning Points in the Highway

Figure 6a: Side Road Stub, Large Rigid Vehicle

Figure 4.27
FTA large rigid design vehicle
Side road stub

4
2

Rad. 6m
R6m

11m
3

6m

Figure 6b: Side Road stub with articulated vehicle

Figure 4.28
FTA articulated design vehicle
Side road stub

1
3

Rad. 9m

2
17m

6m

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Vehicle Turning Points in Highways - continued
Figure 6c: T-Turning Area - Large Rigid Vehicle
Figure 4.25
FTA large rigid design vehicle
T-turning area

35m

3
2

Rad. 9m Rad. 9m

R9m R9m
1

Note: If a 35m hammerhead

is used articulated vehicles
will not be able to use it
4

6m

Loading Bays for Heavy Goods Vehicles

Figure 7a: 904.7a

Figure degrees Layout, Rigid Vehicles
FTA rigid design vehicles
Loading bays - 90 degree layout

6m access road min.

7m

This hammerhead
22m needed to make
full use of end bays

Extra clearance for

steps and access to
loading dock

4m 3.5m 3.5m 3.5m

This diagram can be reversed left to right but drivers would be

reversing blind - a second person would be needed

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Loading Bays for Heavy Goods Vehicles – continued

Figure 7b: 90 Degrees Layout, Large Rigid and Articulated Vehicles

FTA large rigid and articulated design vehicles
Loading bays - 90 degree layout

6m access road m in.

12m

31m
This ham m erhead
needed to m ake
full use of end bays

E xtra clearance for

steps and access to
loading dock

4m 3.5m 3.5m 3.5m

This diagram can be reversed left to right but drivers w ould be

reversing blind - a second person would be needed

Figure 7c: Loading Bays, 45 Degree Layout

Figure 4.10a
FTA large rigid design vehicle
Loading bays - 45 degree layout

6m min.

18m

Suitable
for
rigid
vehicles 45°
only

3.5m Useful storage area or

access for light vans

Note: This design can be reversed left to right but drivers

would be reversing blind

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Loading Bays for Heavy Goods Vehicles – continued
Figure 7d: Loading Bay, 90 Degree Layout
Figure 4.9
FTA articulated design vehicle
Loading bays - 90 degree layout - frontal clearances

Note: 2m clearance shown between turn and wall

16.4m

10.4m
9.6m

3.5m 3.5m 3.5m 4.5m 4.5m 5.5m 5.5m 5.5m

Note: All bays shown are 17m long

Large developments
9.9 Developers should produce a servicing plan for large developments to
demonstrate in geometric terms how their loading bay will operate.

10 REFUSE STORAGE AND COLLECTION

10.1 The Council has produced a code of practice, available from the Director of
Waste Management and Leisure, covering all aspects of refuse handling.
You are strongly advised to consult with the Royal Borough on these
matters before proposals are submitted for both new buildings and the
conversion of existing buildings.
10.2 Service roads should, wherever possible, allow for refuse vehicles to operate
through a development without the need to reverse. Where the refuse vehicle
must reverse into the development, provision at the entrance to it should
allow for this to be done without hindering the flow of traffic on the
highway. The distance that a refuse vehicle has to reverse should not
generally exceed its own length. The walking distance between the
collection vehicle and dustbins to be emptied should not exceed 23 metres
(75 ft 6 in).

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CONTACTS:

Royal Borough of Kensington & Chelsea Website: [Link]

Directorate of Transportation & Highways

• Queries about policy (Highways Act):
The Director of Transportation and Highways, Kensington Town
Hall, Hornton Street, London W8 7NX, Telephone 020 7361 3374

• Tables & Chairs Licence application and renewal forms, Tables &
Chairs Guidance Booklet, Stopping Up application forms:
The Director of Transportation and Highways, Kensington Town
Hall, Hornton, Street, London W8 7NX, Telephone 020 7361 3628

• Temporary Stopping up or works to the Highway:

The Director of Transportation and Highways, Highways and
Construction Division, Council Offices, 37 Pembroke Road,
London W8 6PW. Tel 020 7341 5240

• Requests for Searches of Highway Ownership

The Director of Transportation and Highways, Kensington Town
Hall, Hornton, Street, London W8 7NX, Telephone 020 7361 2016

Directorate of Planning and Conservation

• Queries about policy (Town & Country Planning Act)
The Executive Director, Directorate of Planning and Conservation
Kensington Town Hall, London W8 7NX 020 7361 2079/2080

• Planning Application Forms and guidance on submitting planning

applications from website (address above) or:
The Planning Information Office, Room 325, Kensington Town
Hall, London W8 7NX, Telephone 020 7361 2079/2080

Directorate of Waste Management and Leisure

• Requests for ‘Refuse Storage & Collection: Code of Good Practice’:
The Director of Waste Manager and Leisure (Contracts &
Enforcement) Council Offices, Pembroke Road, London W8 6PW,
telephone 020 7341 5120

ACKNOWLEDGEMENT
Figures 5-7 are extracted from the Freight Transport Association’s ‘Designing for
Deliveries’ publication (CAD Template), June 1999.

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APPENDIX A: PARKING AND SERVICING PROVISION
[REPRODUCED FROM UDP ADOPTED 2002]

Land Use Car Parking Provision Disabled Special Servicing Considerations Secure Cycle Parking
(Maximum) Provision for for staff and visitors
Disabled (minimum standard
Persons unless stated otherwise)
A2, B1(a), B1(b) 1 space per 1500m2 Minimum 1 or Development 5000m2 or greater, at Minimum 1 stand per
(Financial and Professional Services, Business - 10% of spaces least 1 space reserved for Goods 200m2
Offices or Research and Development)
Vehicles (G.V) delivery as part of the
parking provision.
Less than 5000 m2: servicing at the
Council’s discretion
A1, A3, B1(c), B2, B8 Provision based on criteria Minimum 1 or Large development at least 1 space Minimum 1 stand per
(Shops, Food and Drink, Business - Light Industrial, in [Link]. 10% of spaces reserved for G.V. 200m2
Other Industrial)
C1 (Hotels) 1 space per 40 bedspaces Minimum 1 or Large development at least 1 space 1 space per 20 rooms
10% of spaces reserved for G.V. 1 coach space per 1 space per 3 employees
200 bedrooms. Taxi demand see
[Link].
Hostels Provision based on criteria Minimum 1 or Large development at least 1 space
in [Link]. 10% of spaces reserved for G.V.
C2, D1, D2 Provision based on criteria Minimum 1 or Large development at least 1 space Minimum 1 stand per
(Residential Institutions, Non-Residential in [Link]. 10% of spaces reserved for G.V. 200m2
Institutions, Leisure)

Mixed Development Sites Provision based on criteria Minimum 1 or Large development at least 1 space Provision based on use of
in [Link]. 10% of spaces reserved for G.V. site.
Dual use of non-residential
spaces considered.
Note: Adequate servicing (i.e. space reserved for delivery vehicles) should be provided as required by the Council. All commercial developments will need to
allow for access by Light Goods Vehicles and large developments should provide space for LGVs as well.

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Land Use Car Parking Provision Provision for Servicing Considerations Secure Cycle Parking
(Maximum) Disabled Visitor Parking
Persons
C3 Dwelling Houses

i) Single Family Dwellings

Up to 5 habitable rooms 1 space per dwelling See Note below See [Link] See 13.5.2.5a

5 or more habitable rooms 2 spaces per dwelling

ii) Purpose-built Flats
Up to 5 habitable rooms 1 space per dwelling unit See Note below See 13.5.2.5a
See [Link]
5 or more habitable rooms 1.5 space per dwelling unit
iii) Converted Flats 1 space per dwelling unit
(See Policy H6) See Note below See [Link] See 13.5.2.5a

iv) Affordable Housing

Flats 0.66 space per dwelling unit See 13.5.2.5a
See Note below See [Link]
Houses 1 space per dwelling unit

v) Sheltered Housing
Flats 0.3 space per dwelling unit Residents: See 13.5.2.5a
See Note below See [Link] Staff: 1 space per 3
Houses 0.5 space per dwelling unit employees

Note:
Parking spaces for people with disabilities should be provided for all developments including flats at a rate of 10% of spaces, with a minimum of 1 space per
development where parking spaces are provided.

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APPENDIX B: GEOMETRIC DESIGN

Land Use Land Parking Bay or Disabled Off-street Off-street Distance from Carriageway Ramp Internal
Use Hardstanding Bay (b) Service Bay Bay Junction to Access Access Width Gradient Circulation
Class Dimension (min) Width Dimension Headroom (min.) (min.) (min.) Dimensions
(a) (min.) (where (min.)
required) (c)
Retail Development A1-2-3 2.4x4.8m 3.6m 15 x 3.5 5.0m 12m 6.1 - 6.7m 1 in 10 3.5-5.1m (d)
(d) (e) 6.1-6.7m (e)
Commercial and B1-B8 2.4x4.8m 3.6m 15 x 3.5 5.0m 12m 6.1 - 6.7m 1 in 10 3.5-5.1m (d)
General Development (d) (e) 6.1-6.7m (e)
Hotel C1 2.4x4.8m 3.6m 12 x 3.0m 5.3m (h) 12m 6.1 - 6.7m 1 in 10 3.5-5.1m (d)
(coaches) (d) (e) 6.1-6.7m (e)
13 x 3.5m)
Single Family Dwelling C3 2.4x4.8m 3.6m n/a 2.1m Normally 10m Cross-over 2.5m 1 in 7 n/a
(exceptionally local (maximum)
roads 8m)
Purpose-built Flat C3 2.4x4.8m 3.6m n/a 2.1m 10m 3.0 - 5.1m 1 in 7 2.5-3.5m (d)
(d) (e) 4.0-5.7m (e)
Small Residential Site C3 2.4x4.8m 3.6m n/a 2.1m 10m 3.0 - 5.2m 1 in 7 2.5-3.5m (d)
(d) (e) 4.0-5.7m (e)
Large Residential Site C3 2.4x4.8m 3.6m 12 x 3.5m 5.0m 12m 3.0 - 5.2m 1 in 10 2.5-3.5m (d)
(d) (e) 4.0-5.7m (e)
Leisure etc. D 2.4x4.8m 3.6m 15 x 3.5m 5.3m (h) 12m 6.1 - 6.7m 1 in 10 3.5-5.1m (d)
(d) (e) 6.1-6.7m (e)
Commercial Car Park — 2.4x4.8m 3.6m n/a 2.5m 12m 4.8 - 5.7m 1 in 10 3.5-5.1m (f)
(d) (e) 5.8-6.1m (g)

Note: (a) For single residential garages and hardstands a min. (c) For refuse and delivery vehicles (g) Two way 90deg or end-on parking bays
length of 4.9m should be provided. See para 4.5 (d) One-way (h) Where coach parking is provided
(b) For a single stand-alone bay (e) Two-way

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