HILLINGDON UNITARY DEVELOPMENT PLAN - London Borough ...

CAR PARKING STANDARDS
ANNEX 1
GENERAL NOTES ON THE USE OF THE STANDARDS
(a) MAXIMUM & MINIMUM STANDARDS AND RELAXATIONS
The standards are intended to ensure that sufficient off-street parking is provided for the operational needs of
each use without promoting the use of cars at the expense of other, more environmentally sustainable modes of
transports, and without encouraging development in areas where it would not be readily accessible by such
modes. The standards are therefore generally expressed in the form of a range indicating the minimum and
maximum number of spaces to be provided within each development. Relaxations to provide spaces outside the
specified range will be allowed only in special circumstances. For residential development only minimum
standards are specified: car ownership in the Borough is high and if people have adequate and secure off-street
parking, they will have more incentive to leave their cars at home rather than use them on all trips.
(b) NEW BUILDINGS, EXTENSIONS AND CHANGES OF USE
The standards apply to new buildings and extensions to buildings. For changes of use the standards will apply
only if the change is to a use with a higher minimum parking requirement - the excess being the relevant figure.
Where standards differ between uses in the same Use Class [Town & Country Planning (Use Classes) Order
1987] or between uses where the Town & Country Planning (General Permitted Development) Order 1995
grants permitted development rights, conditions may be applied to Planning Permissions restricting rights to
change use without the consent of the LPA.
(c) FLOORSPACE
Unless otherwise indicated, the floorspace in all cases refers to the whole gross floor area, including the
thickness of the walls.
(d) SCHEMES WITH SEVERAL DISTINCT LAND USES
Where a scheme consists of more than one distinct land use, the parking requirement is normally calculated
separately for each use. Ancillary floorspace (e.g. canteen space within a factory) is treated as part of the main
use.
(e) DEVELOPMENT WITH NO LPA PARKING STANDARD
For those developments where there is no adopted LPA parking standard, applicants will need to demonstrate
that sufficient operational car parking is provided. Each case will be considered on its merits in the context of
the LPA’s transport and road safety policies and objectives.
(f) DEVELOPMENTS DESIGNED TO ALLOW MULTIPLE USE OF PARKING FACILITIES
Developments designed to allow the multiple use of parking facilities (i.e. use by different sections of the
community and different uses at different times) are encouraged.
(g) USES LIKELY TO GENERATE COACH TRAFFIC
Uses likely to generate coach traffic, e.g. hotels, public halls, educational establishments, swimming & sports
facilities and theatres should provide adequate off-street facilities for coaches, including picking-up and
setting-down points, manoeuvring space and parking spaces. Development layouts should allow coaches to
enter and leave the site in a forward gear.
(h) COMMUTED PAYMENTS
The LPA may in certain circumstances accept payment towards the extension or introduction of on-street
parking controls in the vicinity, the improvement or introduction of public transport facilities or other
appropriate transport infrastructure, if development is likely to generate more traffic than can be accommodated
by car parking provided in accordance with these standards.
(i) CYCLE PARKING
Provision should be made for secure and covered parking for bicycles and motorcycles in all non-residential
developments. Where no specific standard exists cycle parking provision will be negotiated specifically with
each application.
London Borough of Hillingdon Unitary Development Plan