Access, Circulation and Parking Standards Supplementary Planning Guidance (SPG) for Approval

CARDIFF COUNCIL CYNGOR CAERDYDD

COUNCIL: 28 JANUARY 2010

EXECUTIVE PROPOSAL AGENDA ITEM:

ACCESS, CIRCULATION & PARKING STANDARDS SUPPLEMENTARY PLANNING GUIDANCE

Reason for this Report

1. To present the updated Access, Circulation and Parking Standards Supplementary Planning Guidance (SPG) for approval.

Background

2. Assembly Government guidance1 encourages local planning authorities to prepare SPG to provide advice on how development plan policies will be implemented. This should help those involved in the development and planning process understand the purpose and objectives of policies and assist the submission of permissible planning applications.

3. SPG must be consistent with planning legislation, Assembly guidance and the development plan. It should be prepared in consultation with the public and appropriate interests, and their views should be taken into account before formal Council approval. SPG may be given weight as a material consideration when making decisions on planning applications.

4. The draft Access, Circulation & Parking Standards Supplementary Planning Guidance (SPG), included at Appendix 1, has been prepared to update the current guidance adopted by Council in June 2006. Key changes to the previous version include:

• reorganisation of the document to make it clearer and more user- friendly. • re-formatted tables setting out standards under each use class of the Use Classes Order 1995. • revisions to the Central Area and its boundary. • an expanded section on Travel Plans with additional detailed guidance on when Travel Plans will be required and what they should contain. • reference to new relevant guidance including DfT Manual for Streets and TAN 18: Transport.

1 Unitary Development Plans Wales (WAG 2001) Page 1 of 5

• guidance on requirements for submission of Transport Statements, Transport Assessments and Transport Implementation Strategies.

Issues

5. The guidance applies to all categories of development for which planning permission is required and includes detailed guidance on:

• car, cycle, motorcycle and disabled parking provision, layout and design • the use of planning conditions • transport statements, transport assessments and transport implementation strategies • travel plans • circulation space and access.

6. The guidance seeks to provide a transparent and consistent approach to these matters in the consideration of development proposals.

Consultation

7. Public Consultation on the document was undertaken in November/December 2008 for an eight week period. All Members of the Council were contacted individually by e-mail and the document was made available at all public libraries and City and County Hall reception for comment.

8. A total of 45 consultation responses were received covering a very wide range of issues including security of parking provision for courtyard parking, cycle parking and issues of secure by design and park mark schemes; technical clarifications; student parking; impacts on streetscape and historic built environment; design considerations; and the Central Area boundary and proposed buffer zone. One central issue concerned the need to make clear cross references to other key technical documents and government guidance, in particular the principles set out in Manual for Streets (DfT 2007).

9. All representations received are reproduced in the table in Appendix 3. Some representations ask for specific changes to be made to the SPG document. The table includes responses to each individual set of comments. Where there is agreement with the comments, the resulting changes made to the SPG document have been reproduced in the table and clearly referenced. Where there is not agreement with the comments and no change has been made to the SPG document, a detailed response has been provided within the table explaining the reasoning for this decision. A full list of consultees is set out in Appendix 4.

10. The document was presented to Planning Committee on 4 February 2009. The committee resolved that the Chief Strategic Planning & Environment Officer:

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(1) inform the Executive that this Committee welcomes and supports this updated guidance, subject to the amendment, on page 13 of the document, in Table 3.2 (Use Classes A2 & B1: Parking Guidelines for Financial and Business) of the minimum number of car parking spaces per square metre outside the ‘Central Area’, from ‘zero’, to ‘one’.

11. Individual briefing sessions were undertaken in May 2009 with Members whose wards would be directly affected by the proposed changes. Sessions were arranged for all members in Canton, Gabalfa, Riverside, Cathays, Adamsdown, Plasnewydd, Butetown, Grangetown, Llandaff and Splott wards.

12. One of the key concerns expressed by members was the potential impact of the Central Area ‘buffer zone’ proposed in the November 2008 consultation version of the SPG, as illustrated in Plan (i) in Appendix 2. Members were concerned that the ‘buffer zone’ would mean that the lower parking standards for off-street parking that apply to developments in the Central Area would also be applied to development proposals in residential areas immediately adjoining the Central Area where there are on-street parking pressures.

13. In response to these concerns, it has been decided to remove the proposed Central Area ‘buffer zone’ and to revise the proposed Central Area boundary to exclude some areas of Cathays and Grangetown. The revised Central Area boundary without the buffer zone is shown in Plan (ii) in Appendix 2.

14. These changes reduce the extent of neighbouring residential areas included within the Central Area and mean that Central Area parking standards will only apply within the Central Area as revised.

Equalities Impact Assessment

15. An Equalities Impact Assessment (Initial Screening) (EqIA) of the updated Access, Circulation and Parking Standards Supplementary Planning Guidance indicates that there will be no differential impacts on people because of their age, disability, gender, race, religion, belief or non-belief, sexual orientation or human rights. A full screening is not required. The EqIA is found as Appendix 4.

Reason for Recommendation

16. To comply with the Welsh Assembly Government guidance on the process for preparing Supplementary Planning Guidance.

Legal Implications

17. Extant adopted and approved development plans for the administrative area of Cardiff, will remain the statutory development plan for Cardiff until formal adoption of the new Local Development Plan placed on deposit on the 28 April 2009.

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18. The adopted development plan the City of Cardiff Local Plan (adopted January 1996) contains policies and proposals which provide the basis for deciding planning applications. The policies in the adopted development plan have special status under Section 38(6) of the Planning and Compulsory Purchase Act 2004 which means that planning decisions must be taken by the council’s planning authority in accordance with it unless material considerations indicate otherwise.

19. Whilst the development plan contains policies and proposals which provide the basis for deciding planning applications supplementary planning guidance (“SPG”) can be used as a means of setting out more detailed guidance on the way in which those policies will be applied in particular circumstances or areas. An SPG may be taken into account by the LPA as a material consideration when determining a planning application.

20. In order for an SPG to be given as much weight as possible as a material consideration it must be formulated, prepared and adopted in the proper manner. An SPG must therefore conform to the requirements mentioned in Paragraph 3 above.

Financial Implications

21. There are no direct financial implications as a result of this report.

EXECUTIVE CONSIDERATION

22. On 14 January 2010, the Executive considered the proposals outlined in this report and agreed that

(1) it be noted that the revisions made to the current SPG reflect new national policy guidance published since 2006, including the Welsh Assembly Government’s Technical Advice Note (TAN) 18 on Transport (2007)

(2) the SPG be reviewed in 18 months time in light of the implementation of Civil Parking Enforcement and revisions to the Council’s Residents Parking Policy.

EXECUTIVE PROPOSAL

Council is recommended to adopt the updated Access, Circulation and Parking Requirements Supplementary Planning Guidance.

THE EXECUTIVE 14 January 2010

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The following Appendices are attached:

Appendix 1: Access, Circulation & Parking Standards Supplementary Planning Guidance Final Draft for Approval Appendix 2: Plans showing: (i) Central Area and Central Area ‘Buffer Zone’ as proposed in November 2008 Consultation Version of SPG (ii) Revised Central Area without ‘Buffer Zone’ as proposed in Final Draft for Adoption January 2010. Appendix 3: External Consultation Responses Appendix 4: List of Consultees Appendix 5: Equalities Impact Assessment (Screening)

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Appendix 1

Supplementary Planning Guidance

Access, Circulation and Parking Standards

Cardiff Supplementary Planning Guidance Access, Circulation and Parking Standards

CONTENTS

1.0 INTRODUCTION...... 4 1.1. PURPOSE OF GUIDANCE...... 4 2.0 LEGISLATION, GUIDANCE AND DEVELOPMENT PLAN POLICIES...... 5 2.1. LEGISLATION AND NATIONAL GUIDANCE ...... 5 2.2. DEVELOPMENT PLAN POLICIES ...... 7 3.0 GUIDANCE ON POLICY IMPLEMENTATION ...... 9 3.1. PARKING GUIDANCE AND STANDARDS ...... 9 3.2. PARKING LAYOUT AND DESIGN ...... 11 3.3. STANDARD DETAILS...... 13 3.4. PARKING GUIDANCE FOR PEOPLE WITH DISABILITIES...... 14 3.5. CAR PARKING FOR PEOPLE WITH YOUNG CHILDREN...... 15 3.6. DESIGN FOR REFUSE COLLECTION...... 15 3.7. CYCLE PARKING STANDARDS ...... 15 3.8. PARKING STANDARDS FOR POWERED TWO WHEELERS ...... 17 3.9. CAR CLUBS...... 18 4.0 TRANSPORT STATEMENTS, TRANSPORT ASSESSMENTS & TRANSPORT IMPLEMENTATION STRATEGIES...... 29 4.1. TRANSPORT STATEMENTS...... 29 4.2. TRANSPORT ASSESSMENTS AND TRANSPORT IMPLEMENTATION STRATEGIES...29 5.0 TRAVEL PLANS...... 31 5.1. REQUIREMENT FOR A TRAVEL PLAN ...... 31 5.2. TRAVEL PLAN DESIGN AND CONTENTS ...... 31 5.3. MONITORING AND ENFORCEMENT ...... 33 6.0 PLANNING CONDITIONS AND OBLIGATIONS ...... 35 6.1. PLANNING CONDITIONS ...... 35 6.2. PLANNING OBLIGATIONS ...... 35 APPENDIX A – CARDIFF UNITARY DEVELOPMENT PLAN...... 37

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Cardiff Supplementary Planning Guidance Access, Circulation and Parking Standards

TABLES AND FIGURES

Table 3.1: Reference List...... 9 Table 3.2: Manual for Streets User Hierarchy...... 12 Table 3.3: Standard Details Useful for Circulation Space Design ...... 13 Figure 3.1: Central Area Boundary ...... 19 Table 3.4: A1 - Parking Standards for Retail and Wholesale ...... 21 Table 3.5: A2 & B1 – Parking Standards for Financial and Business...... 22 Table 3.6: A3 & C1 – Parking Standards for Food, Drink, Entertainment and Lodging ...... 23 Table 3.7: B2 & B8 – Parking Standards for Industrial and Distribution ...... 24 Table 3.8: C2 & C3 – Parking Standards for Residential ...... 25 Table 3.9: D1 & D2 – Parking Standards for Institutions & Assembly Halls ...... 27 Table 3.10: Parking Standards for Sui Generis...... 28 Table 4.1: Thresholds for Transport Assessments, Transport Statements and Travel Plans...... 30 Figure 5.1: Travel Plan Pyramid...... 33 Table TP 2.1: Workplace Travel Plans...... 39 Table TP 2.2: School Travel Plans...... 40 Table TP 2.3: Residential Travel Plans...... 41 Table TP 3.2.1: Residential Travel Plan Development...... 43 Table TP 3.2.2: Residential Travel Plans Evaluation Criteria...... 45

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Cardiff Supplementary Planning Guidance Access, Circulation and Parking Standards

1.0 INTRODUCTION

1.1. Purpose of Guidance

1.1.1. This guidance updates the Access, Circulation and Parking Requirements SPG (June 2006). It supplements the policies in Cardiff’s development plans (identified in Section 2) concerning access, circulation and parking requirements and sets parking standards. The guidance applies to all categories of development for which planning permission is required, including new developments, extensions, redevelopments and material changes of use. It includes guidance on: • car, cycle, motorcycle and disabled parking provision, layout and design • the use of planning conditions • transport statements, transport assessments and transport implementation strategies • travel plans • circulation space and access

1.1.2. The guidance will help ensure a transparent and consistent approach to the provision of parking, travel plans and transport assessments and, crucially, will inform applicants of the Council’s expectations at an early stage of the development process. Guidance on Developer Contributions for Transport and Residential Design is contained within separate Supplementary Planning Guidance notes.

1.1.3. The Welsh Assembly Government supports the use of Supplementary Planning Guidance (SPG) to set out detailed guidance on the way in which development plan policies will be applied in particular circumstances or areas. SPG must be consistent with development plan policies and national planning policy guidance and may be taken into account as a material planning consideration in planning decisions.

1.1.4. The Council placed the Cardiff Unitary Development Plan on deposit in October 2003. However, following the introduction of the European SEA Directive (Strategic Environmental Assessment Directive 2004) in May 2005 the Council resolved, with the agreement of the Welsh Assembly Government, to cease preparation of the UDP and commence preparation of a Local Development Plan (LDP). Welsh Assembly Government guidance1 indicates that the deposited UDP may remain a consideration in development control decisions until such time as the LDP is adopted. Generally, the weight to be attached to policies in emerging UDPs depends on the stage of plan preparation, the degree of any conflict with adopted plans, and the number and nature of any objections and/or representations in support of policy. The relevance of the UDP to this guidance is addressed in Appendix A.

1 Revisions to Draft Local Development Plans Wales - Welsh Assembly Government - October 2005

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2.0 LEGISLATION, GUIDANCE AND DEVELOPMENT PLAN POLICIES

2.1. Legislation and National Guidance

2.1.1. Planning Policy Wales (March 2002) sets out the Government’s planning policies as they apply in Wales. It includes guidance on car parking provision (paras 8.4.1 – 8.4.6), which is viewed as a: ‘major influence on the choice of means of transport and the pattern of development’. It outlines that local authorities should: ‘ensure new developments provide lower levels of parking’. Therefore, minimum parking standards are no longer seen as appropriate. The importance of conducting Transport Assessments is identified as they can ‘provide the basis for negotiation on schemes, including the levels of parking’ (para 8.7.2 Planning Policy Wales). They also serve the function of identifying means of minimising trip generation from developments through their output in the form of Transport Implementation Strategies. These obviously have important implications for significant developments in what is decided to be appropriate levels of parking.

2.1.2. Planning Policy Wales (March 2002) also encourages local authorities to collaborate with neighbouring authorities when considering parking issues in order to ‘establish maximum levels of parking for broad classes of development’, together with a: ‘threshold size of development above which such levels will apply’ (para 8.4.3).

2.1.3. Planning Policy Wales - Technical Advice Note 12: Design 2002 [TAN 12, 2002] supplements Planning Policy Wales and provides additional guidance and detailed advice on facilitating good design within the planning system. Good design has the potential to assist environmental sustainability, economic growth and social inclusion.

2.1.4. TAN 12 provides advice on the way in which areas function and the connections between people and places as well as aesthetic considerations and emphasises that design should take into account: • patterns of movement and access to facilities and activities • the social environment • use of energy and resources • economic activity

2.1.5. In relation to transport, elements of design and the planning of movement in developments, TAN 12 sets out that planning should be based on the understanding of the local context via an analysis of the needs and potential of the local area.

2.1.6. The document states that the layout and design of a development will influence the level of engagement of the user with alternative travel modes, and can positively affect the success in achieving reductions in car traffic, traffic speeds and in the number of short journeys made by car. Improved environmental quality is emphasised as a key factor in take-up of active modes in urban areas.

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2.1.7. TAN 12 sets out that the emphasis should be on safe, accessible movement of people and goods along routes that are both attractive and appropriate to the environment through which they pass. Consideration should therefore be given to all forms of movement, including active modes, from the outset of the design process. This extends to larger developments where potential for public transport interchanges should be considered as part of integration with local traffic management measures, and which meet the requirements for both present and future travel needs.

2.1.8. The guidance indicates the need to avoid severance and community fragmentation when design is considered. Issues such as gradient, lighting and security are seen as important alongside coherent, legible, direct, attractive, safe and unobstructed routes creating permeable access for all.

2.1.9. Planning Policy Wales - Technical Advice Note 18: Transport 2007 [TAN 18, 2007] supplements Planning Policy Wales and provides additional guidance on achieving a sustainable and integrated land use planning and transport system. TAN 18 emphasises that local authorities should consider the need for introducing or reviewing parking standards and requirements, and the parking needs of disabled people. Car parking policies should address the provision and management of both on-street and off-street parking, and the standards to be applied to new developments, reflecting the differing needs of various land uses. Additionally, neighbouring authorities should co-operate to achieve a more consistent regional approach.

2.1.10. TAN 18 additionally indicates that the extra traffic generated by a proposed development may produce the need for transport improvements in the vicinity, and beyond. It states that where improvements are necessary, local planning authorities may grant planning permission subject to a condition requiring that improvements are completed prior to the commencement/occupation of the development. Furthermore, it says that developers will be required to pay the cost of any highway improvements where the need is directly created by their development. Such improvements may be secured under section 278 of the Highways Act 1980, whilst the use of planning obligations may be appropriate in some circumstances.

2.1.11. TAN 18 also sets out the position with respect to Transport Assessments and Transport Implementation Strategies. Transport Assessments are used to assess the likely impact of a development in transport terms. A Transport Implementation Strategy is the output of a Transport Assessment detailing the measures a developer will use to mitigate the transport impacts: ‘The transport assessment process should include the production of a Transport Implementation Strategy for the development. This should set objectives and targets relating to managing travel demand for the development…’

2.1.12. TAN 18 also sets out the most recent position with respect to Travel Plans in Wales and states (paragraph 9.14) ‘The Assembly Government wishes to promote the widespread adoption of Travel Plans by businesses, schools, hospitals, tourist attractions and other significant travel generating uses. In order to demonstrate the benefits to sustainable transport that can be achieved by the adoption of Travel Plans, Local Authorities should consider

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producing their own plans. Travel Plans should relate to targets for the reduction of road traffic and the promotion of walking, cycling and public transport contained in the local RTP.’ A Transport Implementation Strategy is not a substitute for a Travel Plan.

2.1.13. Manual for Streets (DfT 2007) states that ‘a clear distinction can be drawn between streets and roads. Roads are essentially highways whose main function is accommodating the movement of motor traffic. Streets are typically lined with buildings and public spaces, and while movement is still a key function, there are several others, of which the place function is the most important.’ The Council will use the following criteria to draw a distinction between streets and roads but will respect the distinction set out in Manual for Streets: • A road is a classified highway with a speed limit of more than 30mph. • A street is defined as any highway that is not defined as a road.

2.1.14. Ministerial Interim Planning Policy Statement 01/2008 Planning for Good Design (para.2.9.11) reinforces the legal obligations of local authorities to consider the need to prevent and reduce crime and disorder in all decisions that they take. Crime prevention and fear of crime are social considerations to which regard must be given by local planning authorities in the preparation of development plans, should be reflected in any supplementary planning guidance, and may be material considerations in the determination of planning applications. The aim should be to produce safe environments through good design.

2.2. Development Plan Policies

2.2.1. The following policies relating to access, circulation and parking requirements are contained within adopted development plans covering the Cardiff County area:

South Glamorgan (Cardiff Area) Replacement Structure Plan (Adopted 1997)

MV2 Commuted Payments - Contributions will be sought from developers towards any necessary improvements to the transport system arising as a result of the proposed development.

MV11 Parking - New development shall include adequate provision for car parking according to the adopted parking guidelines. In the city centre and the core area of Cardiff Bay, which are well served by a range of public transport, a reduced level of parking is required.

MV13 Equality of Access - Measures will be taken to improve safety and conditions for pedestrians and people with impaired mobility, by providing access to bus stops, railway stations, and car parks and removing conflict with traffic, particularly in areas of high pedestrian activity.

City of Cardiff Local Plan (Adopted 1996)

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Cardiff Supplementary Planning Guidance Access, Circulation and Parking Standards

Policy 14 Facilities for Public Transport Services - The design and layout of development proposals will be required to accommodate necessary facilities for public transport services.

Policy 16 Traffic Calming - The design and layout of development proposals will be required to incorporate necessary traffic calming or similar traffic management measures.

Policy 17 Parking and Servicing Facilities - Development proposals will be required to provide parking and servicing facilities in accordance with the City Council’s adopted guidelines.

Policy 18 Provision for Cyclists - Development proposals will be required to make convenient and safe provision for cyclists, including cycle parking facilities in accordance with the City Council’s adopted guidelines.

Policy 19 Provision for Pedestrians - The design and layout of new development will be required to retain and/or create a safe and convenient environment for pedestrians.

Policy 20 Provision for Special Needs Groups - Development proposals which may be used or visited by the general public will be required to make provision for special needs groups including people with disabilities, parents with young children and elderly people.

The Mid Glamorgan County Structure Plan Approved Plan

The City of Cardiff Local Plan and South Glamorgan Replacement Structure Plan do not apply to the Creigiau and Pentyrch areas.

Mid Glamorgan County Structure Plan Approved Plan Incorporating Proposals for Alteration No.1

T4 - It is the Policy of the County Council that, except in town centres, all new development, redevelopment or changes of use should include appropriate operational and non-operational parking provisions according to the land use, density and location proposed. In town centres, there will be a presumption against the location of the required non-operational car parking within the curtilage of new development.

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Cardiff Supplementary Planning Guidance Access, Circulation and Parking Standards

3.0 GUIDANCE ON POLICY IMPLEMENTATION

3.1. Parking Guidance and Standards

3.1.1. The application of parking standards forms part of the Council’s integrated transport strategy. They are intended to help reduce traffic growth, reduce reliance on the car (especially single occupancy car travel) and encourage the use of alternative means of transport. These objectives are balanced against the need to limit over subscription of on-street parking and, in turn, congestion, hazards, visual intrusion, and limit harmful impact on urban regeneration and competitiveness. The Council’s parking standards are set out in Tables 3.2 to 3.8 as follows:

Table 3.1: Reference List

Table Use Class Standards No 3.4 A1 Parking Standards for Retail and Wholesale 3.5 A2 & B1 Parking Standards for Financial and Business 3.6 A3 & C1 Parking Standards for Food, Drink, Entertainment and Lodging 3.7 B2 & B8 Parking Standards for Industrial and Distribution 3.8 C2 & C3 Parking Standards for Residential 3.9 D1 & D2 Parking Standards for Institutions and Assembly Halls 3.10 Sui Parking Standards for Sui Generis Generis

3.1.2. Different standards are applied to the central area of Cardiff, shown on figure 3.1.

3.1.3. These SPG parking standards relate to specific land uses within the Town and Country Planning Use Classes Order 1995, but do not cover every possible land use or type of development. As such, any proposed land use or development not specifically mentioned will be considered on a site specific basis and on its individual merits. The absence of parking standards for a specific use does not mean that no parking provision will be required or that there is no restriction on provision.

3.1.4. It is recognised that there may be situations where it may be justifiable to apply the parking standards for cars, people with disabilities, cycles and powered two wheelers in a flexible way, taking the merits and circumstances of each planning application into consideration. The following factors (not in a hierarchical order) will be taken into account as part of the assessment of, and negotiations over, parking provision on any particular scheme: i. the nature and type of development and information relating to its future occupation, use or management (e.g. if a scheme is for affordable housing in an area of low car ownership or contains a higher proportion of disabled people) ii. location

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Cardiff Supplementary Planning Guidance Access, Circulation and Parking Standards

iii. accessibility to and the availability of local facilities iv. accessibility to and the availability of on-street and public off-street parking v. accessibility to and availability of high frequency public transport and public transport facilities vi. accessibility to the site by walking and cycling vii. impact on highway and pedestrian safety viii. impact on amenity ix. impact on the streetscene, urban vitality and the historic built environment x. impact on crime and disorder xi. the degree of mixed/dual uses, and whether the development will involve the shared use of parking xii. the contents of the Transport Statement/Assessment, Transport Implementation Strategy and Travel Plan

3.1.5. For mixed use developments, the standards relating to each use should be used to calculate the overall total parking level.

3.1.6. Where the specific use or nature of development or its occupation or management is a factor in applying the standards flexibly, the Council may impose conditions to limit permitted development rights or to control management and occupancy.

3.1.7. Changes of use will generally be subject to the same standards as new development. Reduced numbers of spaces will be sought where the proposed use is demonstrably less traffic intensive than the previously approved use.

3.1.8. Changes of use involving the subdivision of properties to create additional units can potentially result in the intensification of use and an increase in the level of demand for car parking. In areas where there is a high concentration of single dwellings that are in multiple occupation, or have been subdivided into multiple flat/bedsit/apartment units, levels of on-street parking may have reached, or be approaching a point of saturation. In locations where such circumstances prevail, proposals for the further subdivision of existing dwellings/flats etc will need to be carefully considered in light of the likely impacts of any intensification upon existing parking pressures. In exceptional circumstances, the likely parking impacts of a proposal may warrant a flexible application of the standards in this SPG with the effect that permission may not be granted unless additional off street parking space can be provided within the curtilage of the building.

3.1.9. For the avoidance of doubt, parking standards that relate to floor area are GROSS floor area (GFA), unless stated otherwise.

3.1.10. Residential parking standards include maximum parking and parking required for residents as well as the maximum visitor provision permitted. Visitor parking is not a requirement for any residential development.

3.1.11. Garages should be provided as the most secure option, where possible, and located alongside dwellings so as not to obstruct natural surveillance. Garages should be overlooked by a window and should not act as scaling aids

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which provide access to properties. Where garages cannot be accommodated, ‘in curtilage’ parking which maximises available surveillance is preferred and remote garage blocks should be avoided. Garages should generally have a minimum driveway length of 5.5m. A minimum internal width of not less than 3.2m is required with an internal length of 5.0m. Where garages open directly onto the highway roller shutter doors, or a similar approved design, are required in the interests of safety for pedestrians and other highway users.

3.1.12. Courtyard parking is generally not a preferred design, as it can allow access, and expose the rear and vulnerable areas of residential developments. However, where it is deemed necessary and suitable, i.e. for dense developments or to reduce on-street parking, lighting which conforms to BS 5489 and a means of full and controlled enclosure should be included.

3.1.13. Standards for non-residential development comprise operational and non- operational parking standards.

3.1.14. Operational parking standards set out the parking space required for servicing a development. They provide sufficient space to allow the maximum number and size of vehicles likely to serve the development at any one time and to load/unload and manoeuvre with ease, without inconvenience or hazard to vehicles and pedestrians on the public highway, or to other users of the site. Space for staff cars, which due to the nature of the business, is required for day-to-day operation may be also included. The operational parking standards set out the required level of parking provision. This reflects the position set out in the Addendum to South Wales Parking Standards 1993 (September 2001).

3.1.15. Non-operational parking standards set out the parking space not necessarily used for the operation of the business, and includes: employee and visitor/shopper parking. These standards constitute maximum parking provision, in line with Planning Policy Wales (March 2002) and the Addendum to the South Wales Parking Guidelines 1993 (September 2001) & TAN 18, 2007.

3.2. Parking Layout and Design

3.2.1. The principles outlined in Chapter 8 of the Manual for Streets should be taken into account for the layout and design of parking areas. Through good design, car parking (public and private) must give consideration to safety for pedestrians, cyclists and vehicles and also address issues of security, visual amenity and access requirements. It is also important that the provision and design of car parking space is well integrated with a high quality public realm. Pedestrians should be considered first in the design process, in accordance with the user hierarchy set out in Manual for Streets:

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Cardiff Supplementary Planning Guidance Access, Circulation and Parking Standards

Table 3.2: Manual for Streets User Hierarchy

Consider first Pedestrians Cyclists Public transport users Specialist service vehicles (e.g. emergency services, waste, etc.) Consider last Other motor traffic

3.2.2. Access and circulation arrangements must accommodate the needs of vehicles and pedestrians. Entrances and exits to and from the public highway must not interfere with the safe and free movement of traffic, or present a hazard to road users, pedestrians and cyclists.

3.2.3. In this respect, factors such as sight lines and kerb radii must be satisfactorily addressed. Where curved kerbs are used at accesses, the larger the radius of the entrance / exit arc used, the higher the possible manoeuvre speeds into and out of the junction. In the interest of safety and appropriate vehicular speeds, the access corners should be provided with as small a radius as possible.

3.2.4. Transition kerbs are often more appropriate than kerbs with radii for accesses which experience lower traffic volumes. These consist of the crossover being formed by a kerb set at a taper from footway level to highway level. These can give pedestrians using the footway higher priority over vehicular movements.

3.2.5. At all accesses good inter-visibility between accessing/exiting vehicles and likely pedestrian desire-lines should be incorporated into the design. Wherever possible, pedestrian entrances/exits should be separate from those used by vehicles. Car parks should incorporate high quality design constructed from good quality materials which can minimise intrusive impact on viewing from the outside as well as within the car park. Landscape design should form an integral part of the design of car parks, incorporating appropriate planting with hard surfaces and lighting selected from good quality, sustainable materials. The main visual objectives in the successful design of car parks are to minimise their intrusive impact on their surroundings, reduce their apparent scale when viewed from within the car park and to minimise opportunities for crime.

3.2.6. Car parking spaces should have minimum dimensions of 4.8m x 2.4m. The minimum manoeuvre space behind a car parking bay of this size is 6.0m. For a bay of wider dimensions, the distance behind the bay may be reduced proportionately. In grouped parking areas, the average requirement per car including space for access is 20m2.

3.2.7. The Council is committed to fulfilling its responsibilities under Section 17 of the Crime and Disorder Act 1998, which states that all relevant authorities have a duty to consider the impact of all their functions and decisions on crime and disorder in their local area. This obligation will be achieved, in part, by providing guidance which will help ensure that crime and the perception of

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crime in the local context has been a material consideration in the design and layout of parking. Any layout should be capable of utilising and interacting with the existing/proposed natural surveillance. Occupants of adjacent buildings and passers-by should be able to see between parked cars in order to help prevent crime.

3.2.8. Surface materials, landscape design, boundary treatments and planting are important in this respect. Care should be taken to avoid creating hiding places in order to minimise opportunities for crime. Car parks should have good surveillance, be well lit and sign posted.

3.2.9. Cardiff Council endorses both the ‘Secured by Design’ (SBD) and ‘Park Mark Safer Parking’ award schemes. The schemes offer a uniform approach to creating safer environments by providing high standards of security and good design. They are supported by the Association of Chief Police Officers (ACPO) and the Home Office Crime Reduction Unit. Developers are encouraged to apply for the award, and should seek early advice from South Wales Police Architectural Liaison Officer or visit the website (www.securedbydesign.com & http://www.saferparking.com/).

3.2.10. The Council recommends the use of sustainable urban drainage systems and advocates the use of porous surface material and swales to attenuate storm water runoff for all proposed new parking, ground conditions allowing.

3.3. Standard Details

3.3.1. Table 3.3 provides references for the design specification for parking and circulation spaces. The list is not exhaustive, but includes the most commonly used details which may be useful in drafting planning applications. The Standard Detail Drawings are available from officers in the Highways and Waste Management service. (e-mail: [email protected])

Table 3.3: Standard Details Useful for Circulation Space Design

Drawing Drawing Subject Matter Notes Name Reference Number Combined HSM/HO/PC/508- ‘Beanie’ block Other kerb & Kerb & 022 drainage kerb drainage Drainage specifications are System available Typical HSM/HO/PC/701- Cross-section of Construction 002 pavement construction Details of roads Estate Road – New Works Typical HSM/HO/PC/701- Cross-section of Construction 003 pavement construction Details of concrete block Block roads Construction

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Drawing Drawing Subject Matter Notes Name Reference Number – Estate Road Clay / HSM/HO/PC/701- Cross-section of Concrete 005 pavement construction Block using paving block Construction system Sub Base HSM/HO/PC/705- Table of minimum sub Thickness in 010 base thicknesses for Carriageway different California Construction Bearing Ratios Kerbs HSM/HO/PC/1101- Various kerb designs 006 Standard HSM/HO/PC/1101- Engineering drawings Kerb Details 008 of installed kerbs Channels HSM/HO/PC/1101- Surface drainage 020 channels Standard HSM/HO/PC/1101- Engineering drawings Detail 021 of installed channels Channels Mobility HSM/HO/PC/2640- Dropped kerbs and kerbs and 010 crossings Crossings Mobility HSM/HO/PC/2640- Appropriate standards Also reference the movements 015 for footway widths by Manual for Streets; user and circumstance Cardiff Residential Design Guide and Inclusive Mobility. Cycle HSM/HO/PC/2670- Cycle stand example Stands 011 showing foundation fixing Cycle HSM/HO/PC/2670- Cycle stand example Stands 011-b showing ground anchoring Mobility Car HSM/HO/PC/2670- Car parks; ramps; Parking 014 widened spaces & signs appropriate for mobility restricted drivers and ambulances

3.4. Parking Guidance for People with Disabilities

3.4.1. Standards on the number of designated parking bays for are set out in Tables 3.4 to 3.7. These are based on advice contained within the ‘Parking Guidelines of the Standing Conference on Regional Planning in South Wales’ (Revised Edition 1993) and the Department of Transport Traffic Advice Leaflet 5/95 ‘Parking for Disabled People’.

3.4.2. Parking layout guidance and appropriate streetscapes for the use by disabled people can be obtained from Inclusive Mobility: A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure DfT (2002). Such an

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approach is required by the Disability Discrimination Act (DDA), 1995.

3.4.3. The parking standards for people with disabilities represent minimum provision and should be provided in addition to the operational and non- operational car parking provision. Where a reduced number of car parking spaces below the maximum level are provided, the level of car parking provision for disabled people should be maintained in the same proportion as if the overall number of spaces was up to the maximum level. At certain locations, and where the proportion of disabled people is known to be higher, the ratio of parking for the disabled may need to be increased. The needs of disabled people (including designated spaces) will also need to be considered in developments where no off-street car parking is proposed.

3.4.4. Planning applications are required to be accompanied by an ‘access statement’ (TAN 18, 2007). Guidance on access in the planning system (‘Planning and Access for Disabled People – A Good Practice Guide’ published by ODPM, BS 8300: 2002 ‘Design of buildings and their approaches to meet the needs of disabled people - Code of Practice’ and Design for Wales, Design and Access Statement 2008) recommends provision of an access statement to identify the philosophy and approach to inclusive design adopted, the key issues of the particular scheme, and the sources of advice and guidance used. An additional benefit of providing an access statement is that it should set out, at the time of the planning application, most of the information needed by a building control body, thereby assisting the dialogue between the applicants and building control. In addition to adequate provision of specifically designed and located parking bays, provision should also be made for suitable and conveniently located ticket dispensing machines and vehicular control barriers. Further guidance on access statements and the requirements relating to access and use of buildings can be obtained from [email protected].

3.5. Car Parking for People with Young Children

3.5.1. In shops and buildings to which the public have access and in public car parks, spaces should be reserved for people needing to transfer young children to and from the car. Spaces should be provided as part of non- operational parking provision. Parking for people with young children must be: • Marked with a suitable symbol; • Provided at a medium width of 5.6m, to include 1.2m access zone between parking bays; • Located close to the main accessible entrance to the building.

3.6. Design for Refuse Collection

3.6.1. For guidance on access for refuse collection vehicles and refuse collectors please refer to the Council’s Supplementary Planning Guidance on Waste Collection and Storage Facilities, 2007.

3.7. Cycle Parking Standards

3.7.1. Standards for the provision of cycle parking for different types of development

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are set out within Tables 3.4 to 3.10. These represent minimum provision for all areas of Cardiff, which must be provided in addition to other vehicle parking. Short stay cycle parking provides for the needs of visitors or customers to a building for up to 5 hours, whilst long stay parking provides for the needs of residents, employees and commuters for longer periods, for example, over 5 hours.

3.7.2. The importance of cycling facilities such as changing rooms, showers and lockers in encouraging more people to cycle cannot be underestimated. Such facilities will be sought in appropriate circumstances where long stay cycle parking is required.

3.7.3. Sheffield-type stands, which provide two cycle parking spaces and allow both the frame and wheels to be secured onto the ‘n’ shaped stand, are considered appropriate for short stay parking for most situations. Alternatives will be considered, but must offer at least the equivalent capacity, robustness and degree of protection for users. Stands which incorporate effective security and innovative design (such as the ‘Bikeoff’ Secure Bike Parking Stands’) will be encouraged.

3.7.4. Residential and long stay cycle parking needs to be secure and sheltered. The shelter may be in the form of accommodation within buildings, in cycle sheds or other sheltered structures and can include cycle lockers or cages. It is often better to have several small groups of stands rather than one large facility. Cycle provision should be designed into a scheme from the outset.

3.7.5. Cycle parking must be provided in a safe, secure and convenient position and also be located close to the intended destinations. Wherever possible, it should be located within the curtilage of the development. Stands should be visible and positioned so they do not obstruct pedestrians or people with disabilities. They should be clearly signposted and highlighted by defined areas, such as the use of surface changes, colour or texture. In order to maximise security, cycle parking should be prominently located in places which maximise surveillance. They should be overlooked by passers by, well lit and, where possible, viewed by CCTV or security guards.

3.7.6. Stands should be positioned so that they can be properly used and do not cause a safety hazard. A minimum distance of 1.2m should be maintained between Sheffield stands to enable access and ease of use. Additionally, Sheffield stands should be at least 0.9m from the kerb line to ensure that parked cycles do not overhang the carriageway, with adequate clearance from walls. Consideration should be given to changing the pavement surface around the stands to identify the area to the visually impaired. Care must be taken when fixing the stands to avoid damage to underground installations. Where cycling stands are to be placed on the adopted highway, agreement must first be secured from the Council by licence.

3.7.7. The preferred location of cycle parking can vary, depending on the nature and location of development and the length of time people are likely to leave their bikes. The siting of stands in prominent places, within Conservation Areas and within close proximity to Listed Buildings needs careful consideration.

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3.7.8. Where no differentiation is made between short stay or long stay parking, the stands should be located so as to provide for both employees and visitors.

3.7.9. Short stay parking, which provides for the needs of visitors or customers to a building for a few hours, should be located as close as possible to the visitor entrances of a building and, ideally, within 30m. Long stay parking, which provides for the needs of employees and commuters for longer periods, is more appropriately provided within, to the side, or rear of a building and should be overlooked or provided with surveillance.

3.7.10. Where it is not possible to provide cycle parking within the site itself, the developer will be expected to make a payment proportional the scale and impact of the development to the cost, as specified by the Council, for purchasing and installing off-site cycle facilities. The Council may pool funds from various developments, to provide cycle parking facilities within a locality.

3.7.11. Best practice guidance on the design of cycle parking and cycling infrastructure is provided in the London Cycling Design Standards: A Guide to the Design of a Better Cycling Environment, 2005.

3.8. Parking Standards for Powered Two Wheelers

3.8.1. Well-placed and designed Powered Two Wheeler parking will help improve the appearance of an area, reduce obstructions to pedestrians by reducing random parking, reduce theft and damage to secured Powered Two Wheelers and highlight motorcycling as an alternative mode of transport.

3.8.2. Developers will be expected to provide secure parking for powered two wheelers in all non-residential developments equal to a minimum of 1% and a maximum of 5% of the number of car parking spaces provided. Parking for powered two wheelers is required, in addition to car and cycle parking provision. Standard spaces should be 2.5m by 1.5m.

3.8.3. Parking must be provided in a safe, secure and convenient position and, wherever possible, within the curtilage of the development. Parking must be positioned so as not to obstruct pedestrians or people with disabilities, where it is visible to passers by and where possible, viewed by CCTV or security guards. Powered Two Wheeler parking should also be clearly sign-posted and well-lit. Sites for motorcycle parking should be well drained, with no, or only a slight gradient. Non-slip surfaces should be provided as oil spills can present a hazard to users.

3.8.4. Developments making specific provision for Powered Two Wheelers should incorporate appropriate anti-theft or tampering measures. The availability of secure parking is particularly important in offices, shopping, and entertainment centres, and public transport interchanges where medium to long-term parking may be anticipated.

3.8.5. Best practice guidance on the design of Powered Two Wheeler parking is provided in the Department of Transport, Local Government and the Regions’ Traffic Advice Leaflet 2/02.

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3.9. Car Clubs

3.9.1. Car Clubs are a way to share car use within the formal structure of an operator run system. Parking spaces can be provided at workplaces and/or residences and on-street. For developments where a reduced amount of parking is sought, car clubs may be required to be implemented

3.9.2. There are a number of advantages to developers in providing car clubs and their use in meeting parking standards and environmental mitigation. Existing planning guidance emphasises the benefits of high density housing developments. Car Clubs could contribute to mitigating many transport related impacts in some cases and the provision of a Car Club may make the development more attractive to prospective owners / tenants of the units.

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Figure 3.1: Central Area Boundary

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CHIEF EXECUTIVE Byron Davies: B.Sc.(HONS), M.Phil., C.Eng., F.I.C.E., FIMgt. CARDIFF COUNTY COUNCIL Title: County Hall CYNGOR SIR CAERDYDDCENTRAL Atlantic Wharf Cardiff CF10 4UW Drawn by: si tel: 029 20872000 Date: 07/08/09 AREA Scale: 1:35000 Centre Coords: 318460 / 177725 Reproduced from Ordnance Survey material with the Drawing No.: permission of Ordnance Survey the Controller of Her BOUNDARY Majesty's Stationery Office c Crown Copyright. Unauthorisedreproduction infringes Crown Copyright and may lead to prosecution or civil proceedings.

This copy is produced specifically to supply County Council information NO further copies may be made.

100023376 (2005). Cardiff Supplementary Planning Guidance Access, Circulation and Parking Standards

Table 3.4: A1 - Parking Standards for Retail and Wholesale

Parking Standards for Retail and Wholesale A1 Shops, retail warehouses, hairdressers, undertakers, travel and ticket agencies, post offices, pet shops, sandwich bars, showrooms, domestic hire shops, dry cleaners and funeral directors. Area Type of Retail Parking Spaces Car Parking Cycles Cycles Powered two- Disabled Parking Development Required for Spaces for Long Short wheelers Provision Operational Shopper & Stay Stay Use Employee Use Spaces Spaces (m2) (m2) (m2) Min (In addition Max Min Min Range Up to 200 Over 200 to non- Bays Bays operational) Non- Small Retail 1 1/60 1/100 1/100 1%-5% 3 bays or 4 bays plus Central (<200m²) (1-2) (1-2) 6% of total 4% of total Medium Retail 2 1/40 1/200 1/200 1%-5% capacity, capacity (210-1000m²) (1-5) (1-5) whichever is Large Retail 3 1/14 1/500 1/250 1%-5% greater (>1000m²) (2+) (4+) Shopping Malls will be addressed on individual unit size Warehousing 3 1/30 1/1000 1/4000 1%-5% (1+) (1+) Central All Retail 0 1/400 1/100 1/100 1%-5% (1-2) (1-2) All Areas Open Air Markets 1 per stall 1/30 1/200 1/200 1%-5% (1-5) (1-5)

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Table 3.5: A2 & B1 – Parking Standards for Financial and Business

A2 & Parking Standards for Financial & Business Banks, building societies, estate and employment agencies, professional & financial services and betting offices, as B1 well as call centres and conference facilities. Offices, research and development, light industry appropriate in a residential area. Area Type Car Parking Spaces for Cycles Cycles Powered two- Disabled Parking Provision Development Visitor and Employee Use Long Stay Short Stay wheelers (m²) Spaces Spaces (m²) (m²) Min Max Min Min Range Up to 200 Over 200 Bays Bays Offices 1 space 1/40 1/200 1/1000 1-5% Individual bays 6 bays plus Non-Central minimum for each 2% of total Area provision disabled capacity All Central Offices 0 1/250 1/200 1/1000 1-5% employee plus 2 bays or 5% of total capacity, whichever is greater

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Table 3.6: A3 & C1 – Parking Standards for Food, Drink, Entertainment and Lodging

A3 Parking Standards for Food, Drink, Entertainment & Lodging For the sale of food and drink for consumption on the premises - restaurants, snack bars and cafes. & C1 Public houses, wine bars or other drinking establishments (but not night clubs). Hotels, boarding and guest houses where no significant element of care is provided. Area Type of Drink and Parking Spaces Car Parking Cycles Long Cycles Short Powered Disabled Parking Lodging Required for Spaces for Stay Spaces Stay Spaces two- Provision Development Operational Use Shopper and wheelers (m²) Employee Use. (m²) Min (in addition Max Min Min Range Up to 200 Over 200 to non- Bays Bays operational) Assembly Halls, 0 1/10 1/5 1/40 m² public 1-5% 3 bays or 4 bays plus Public Houses, employees floorspace 6% of total 4% of total Restaurants, Cafes capacity, capacity Cinemas 0 1/5 seats 1/10 1/30 seats 1-5% whichever employees is greater Stadia 0 1/15 seats Bespoke Bespoke basis 1-5% Non- basis Central Hotels 0 1 space per staff / 1/5 beds Bespoke basis 1-5% guest bedroom + 1/3 non-resident staff Drive Through 0 1/14+ 1/3 non- 1/5 1/40 m² 1-5% Restaurants resident staff employees Central Food, Drink & 0 Drop-off spaces 1/5 1/40 m² public 1-5% Lodging required within employees floorspace or curtilage 1/30 seats (whichever is the greatest)

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Table 3.7: B2 & B8 – Parking Standards for Industrial and Distribution

B2 & Parking Standards for Industrial & Distribution B8 General industrial, storage or distribution (including open air) Area Type of Industrial & Parking Spaces Car Parking Cycles Cycles Powered Disabled Parking Distribution Required for Spaces for Long Stay Short Stay two- Provision Development Operational Shopper & Spaces (m²) Spaces wheelers Use Employee (m²) Use (m²) Min (in addition Max Min Min Range Up to 200 Over 200 to non- Bays Bays operational) Small Industrial Units & 4 1/60 1/500 1/1000 1-5% Individual 6 bays plus Wholesale Warehousing bays for each 2% of total (<500 m²) disabled capacity Medium Industrial Units & 6 1/60 1/500 1/1000 1-5% employee Wholesale Warehousing plus 2 bays Non- (501-1000 m²) or 5% of total Central Large Industrial Units & 7 1/120 1/500 1/1000 1-5% capacity Wholesale Warehousing whichever is (1001-2000 m²) greater Large Industrial Units & 7 + 1 space per 1/120 1/500 1/1000 1-5% Wholesale Warehousing 300 m² over (>2000 m²) 2000 m² Central All Industry & Distribution 1/1000 0 1/500 1/1000 1-5% All Areas Highly Technical Industry Bespoke – Likely to be between the standards for Offices (A2) & Industry (B2/B8)

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Table 3.8: C2 & C3 – Parking Standards for Residential

C2 Parking Standards for all Residential Residential care homes, hospitals, nursing homes, boarding schools, residential colleges and training centres. & C3 Family houses, or houses occupied by up to six residents living together as a single household, including a household where care is provided for residents. Area Type of Residential Car Parking Spaces for Car Parking Spaces for Cycles Long Stay Spaces Development Residents (per unit) Visitors (per unit)2 (per unit) Houses / flats Min Max Max Minimum – applies to Flats per bedroom 1 bedroom 0.5 1 0.25 1 2 bedroom 0.5 2 0.25 1 3 bedroom 1 2 0.25 1 4 + bedroom 1 3 0.25 1 Elderly persons houses and 0.5 1 0.25 0 Non-Central flats (not wardened) Area Houses of Multiple 0 1 0.25 0.25 Occupation – units with shared facilities & Hostels Affordable Housing Reduced to half Same as other 0.25 1 of normal min housing All Central Residential 0 1 0 spaces 1 Sheltered Housing 0.25 0.5 0.25 0.05 (no minimum in Central Area) (plus 1 for each resident staff (Visitor short stay spaces, in & 1/3 non-resident) addition at: 0.05 per unit) All Areas Operational space should be provided near the entrance to the building.

2 Visitor parking should be provided on site.

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Table 3.9: D1 & D2 – Parking Standards for Institutions & Assembly Halls

D1 & Parking Standards for Institutions & Assembly Halls Clinics, health centres, crèches, day nurseries, day centres, schools, art galleries, museums, libraries, halls, places of worship, D2 church halls, law courts. Non residential education and training centres. Cinemas, music and concert halls, bingo and dance halls (but not night clubs), swimming baths, skating rinks, gymnasiums or sports arenas (except for motor sports, or where firearms are used). Area Type of Institutions Parking Spaces Car Parking Cycles Long Cycles Short Powered Disabled Parking & Assembly Hall Required for Spaces for Stay Spaces Stay Spaces two- Provision Development Operational Use attendees’ Use wheelers Min (in addition Max Min Min Range Up to 200 Over 200 to non- Bays Bays operational) Hospitals Essential vehicles 2 per bed 1/20 beds 1/20 beds 1-5% 3 bays or 4 bays as required 6% of plus 4% Health Centres & 1 per practitioner 1 per 2 ancillary 1/ consulting Bespoke basis 1-5% total of total Surgeries (Doctor, Nurse staff & 5 per room capacity capacity etc.) practitioner whichever Places of Worship 1 (none 1/10 of capacity 1/10 Officials 1/50 public 1-5% is greater Non- depending on floorspace Central local conditions) Leisure Centres, 1 1/2 capacity + 1/10 employees 1/10 capacity 1-5% Sports / Fitness 1/3 spectators Clubs Libraries 1 1/45 m² 1/10 employees 1/30 m² public 1-5% floorspace Central All Kinds 0 0 As non-central As non-central 1-5%

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Table 3.10: Parking Standards for Sui Generis

Sui Parking Standards for Sui Generis Generis Area Type of Sui Parking Spaces Car Parking Cycles Long Cycles Short Powered Disabled Parking Generis Required for Spaces for Stay Spaces Stay Spaces two- Provision Development Operational Use Service User (min) (min) wheelers and Staff Use Min (in addition Max Min Min Up to 200 Over 200 to non- Bays Bays operational) Garages & Service 1/ bay 2/service bay + 1/2 employees 1 Bespoke Individual 6 bays Stations minimum of 5 basis bays for plus 2% of waiting spaces each total for any disabled capacity automatic employee vehicle wash plus 2 bays Non- Central facility or 5% of Car Sales Premises 1 transporter 1/50 m² 1/2 employees 1 Bespoke total space basis capacity, Driving Schools, 1 0 1/2 employees 1 Bespoke whichever Private Hire, basis is greater Vehicle Hire, Licensed Taxis Central All Sui Generis Bespoke basis Bespoke basis Bespoke basis Bespoke basis Bespoke basis Purpose-built 1 space per 25 Bespoke basis Bespoke basis 0.25 (visitor Bespoke All Areas student housing beds should be short stay basis provided for spaces, in operational addition at: parking 0.05 per unit)

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4.0 TRANSPORT STATEMENTS, TRANSPORT ASSESSMENTS & TRANSPORT IMPLEMENTATION STRATEGIES

4.1. Transport Statements

4.1.1. For all developments at or exceeding the thresholds in Table 4.1, the developer will be required to prepare and submit a Transport Statement for consideration with the planning application.

4.1.2. The purpose of a Transport Statement will be to provide a qualitative and quantitative assessment of the existing transport conditions in and around a development site and the transport impacts of the development in terms of trip generation. It should also set out in detail the measures that will be taken to address those impacts.

4.1.3. Use of Transport Statements is supported by TAN 18. Transport Statements should follow the recommended format for Transport Statements in Chapter 3 of DECLG/DfT Guidance on Transport Assessments (2007).

4.2. Transport Assessments and Transport Implementation Strategies

4.2.1. Transport Assessments should be prepared and submitted alongside the relevant planning applications for any development that will have significant transport implications. A transport assessment is a comprehensive and consistent review of all the potential impacts of a proposed development or redevelopment, with an agreed plan to reduce any adverse consequences. Covering access by all modes, their purpose is to provide information to enable decision makers to understand how the proposed development is likely to function in transport terms. A Transport Assessment will be required for all developments at or exceeding the thresholds set out in Table 4.1.

4.2.2. TAN 18, 2007 indicates that any mitigation should be proposed via a Transport Implementation Strategy which should “set objectives and targets relating to managing travel demand”; this signals an emphasis on ‘soft measures’, including: Travel Plans. Transport Implementation Strategies will be required for all applications subject to a Transport Assessment.

4.2.3. Guidance on the Transport Assessment process and the requirements for Transport Implementation Strategies is included in Annex D of TAN 18 and Appendix A of ‘Transport Assessment and Implementation: A Guide’ (Scottish Executive 2005)

4.2.4. All Transport Assessments must be independently audited before submission to the Council.

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Table 4.1: Thresholds for Transport Assessments, Transport Statements and Travel Plans

Thresholds for Transport Indicative Indicative Indicative Assessments, Transport Thresholds Thresholds Thresholds Statements and Travel Plans by Use by Use Class by Use Class Class for for for Transport Transport Travel Plans3 Statements Assessments

Use Class Use Threshold Threshold Threshold (GFA) (GFA) (GFA) A1 Food Retail > 150 m² >1,000 m² >1,000 m² A1 Non food Retail > 250 m² >1,000 m² >1,000 m² A3 Restaurants & > 150 m² >1,000 m² Cafes A2 & B1 Business > 500 m² >2,500 m² >2,500 m² B2 General > 1,000 m² >5,000 m² >5,000 m² Industrial B8 Warehousing & > 1,000 m² >10,000 m² >10,000 m² Distribution C1 Hotels > 20 beds > 1,000 m² > 1,000 m²

C2 Hospital, Nursing > 30 beds >2,500 m² >2,500 m² Homes Sui Generis Student > 25 students > 25 students > 25 students Accommodation C3 Dwelling Houses > 20 > 80 dwellings > 80 dwellings D1 Non-residential > 250 m² >2,500 m² >2,500 m² institutions D1 Education > 500 m² >2,500 m² >2,500 m² (All new and (All new and expanded expanded school school facilities) facilities) D2 Cinemas & > 250 m² >1,000 m² >1,000 m² Conference Facilities D2 Leisure Facilities > 250 m² >1,000 m² >1,000 m²

Other Stadia > 250 m² >1,500 seats >1,500 seats

3 Travel Plans will also be required for: 1) smaller developments which could generate significant amounts of travel in, or near to, air quality management areas and in other locations where there are local initiatives or targets for the reduction of road traffic, or the promotion of public transport, walking and cycling; 2) developments where a Travel Plan would help address a particular local traffic problem associated with a planning application which might otherwise have to be refused on local traffic grounds, for example, where overspill parking might occur from developments with low or nil off-street parking provision.

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5.0 TRAVEL PLANS

5.1. Requirement for a Travel Plan

5.1.1. A Travel Plan is a package of measures designed to manage access and serves to promote the uptake of sustainable modes of travel to and from a site. Travel Plans should be tailored to the circumstances and needs of the development and its surrounding environment. Travel Plans must be regularly monitored and adapted to reflect changing circumstances. Best practice guidance and other information on the production of Travel Plans can be found in Appendix B.

5.1.2. Travel Plans will be required as a condition of planning consent for developments that are likely to have significant transport implications, as set out in Table 4.1.

5.1.3. Other trip related thresholds will include sites where development is expected to generate the following trip levels: • More than 500 person trips per day; • More than 100 person trips during the peak hour

5.1.4. Travel Plans will also be required for developments which meet the thresholds set out above as a result of incremental development. In these cases a Travel Plan will be required for the whole site.

5.2. Travel Plan Design and Contents

5.2.1. Travel Plans will vary according to the type of development. These specific requirements are addressed below:

5.2.2. Multi-occupancy sites (see Appendix B - TP 3.1) - The cumulative transport impacts of a number of smaller organisations or developments within one site may justify an ‘umbrella’ Travel Plan for the whole site. This should be provided and administered by the agent of the developer/site manager. Additional ‘subsidiary’ Travel Plans may be required in respect of the smaller ‘units’ which directly relate to and integrate with the umbrella Travel Plan. Where possible, developers, site management and landlords, should include the requirement to produce a Subsidiary Travel Plan (a Travel Plan relating to an individual organisation that sits within an Umbrella Travel Plan) as a part of the lease.

5.2.3. Organisational Travel Plans for new developments (see Appendix B - TP 3.1) - A Travel Plan should be specifically tailored to the needs of the organisation/site for which it is written. A full Travel Plan may not be possible prior to commencement of development, as appropriate information regarding the end user and their travel patterns will not be available. This will require the production of an interim or ‘Framework’ Travel Plan.

5.2.4. Framework Travel Plan – This will describe proposed sustainable travel measures and measures to reduce the need to travel. The Framework Travel Plan should specify any measures which will be implemented before

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occupation (for example, improvements for pedestrian and cycle parking facilities etc.), and a firm commitment and timetable for production and implementation of the Final Travel Plan which should be submitted to the Council for approval within 6 months of the commencement of occupation. Delay in implementing the Travel Plan following occupation should be mitigated by setting clear timescales for roll out. This will reduce the opportunity for the development of unsustainable travel habits from the outset.

5.2.5. Residential Travel Plans (see Appendix B – TP 3.2) - These differ from other Travel Plans in that they deal with complex varied patterns of journeys and journey types from a place of origin. Residential Travel Plans require that an ongoing Travel Plan management and organisational structure be put in place to continue and coordinate Travel Plan implementation. The scope of Residential Travel Plans varies significantly with the type, location and scale of the residential development involved and how it integrates with the local area in which the Travel Plan is operating e.g. part of a mixed use development.

5.2.6. School Travel Plans (see Appendix B - TP 3.3 ) - Are designed specifically to address the transport needs of pupils and staff. Each plan will vary according to the nature of the education provided and the catchment area of the school. Close liaison with school transport services is recommended.

5.2.7. All Travel Plans comprise a ‘package’ of measures and actions. These are best illustrated as a Travel Plan pyramid. (see Figure 5.1 below). A summary of potential measures for specific types of Travel Plans can be found in Appendix B - TP 2.

5.2.8. Best practice guidance suggests that the key elements in a Travel Plan should be: • a strategy and targets for the proportion of employees who will travel to the site by means other than single occupancy car; • a method for monitoring progress; • a structure for the delivery of sustainable transport objectives which seek to: • reduce the need to travel to and from the site; • reduce the number of vehicles, with emphasis on single occupancy vehicles travelling to the site; • reduce costs associated with on-site parking provision and congestion; • provide minimum possible parking provision; • improve safety and security for people who use the site; • promote active transport and public transport usage and encourage a change of attitudes to these modes; • promote coordination and cooperation between and within developments; • improve overall accessibility;

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• promote the existing public transport system that works to enhance the environment and support a sustainable economy for Cardiff and the region.

5.2.9. The DfT Best Practice Guidance for Travel Plans (A Travel Plan Resources Pack for Employers 2002), states that a complete Travel Plan should provide a detailed and thorough exploration of the process involved. This process should: • identify roles and responsibilities • consider consultation with Staff Unions and/or outside organisations • conduct a site audit • identify the overall objective(s) of the plan and its targets and the indicators • identify alternative transport, incentives, disincentives and 'safety net' provisions

5.2.10. More detailed information on the content and structure of Travel Plans for specific purposes can be found in Appendix B - TP3.

Figure 5.1: Travel Plan Pyramid

Marketing and awareness raising

Facilitation and development of measures

Appointment of a Travel Plan Coordinator

Design features to mitigate congestion and reduce the need to travel

Location of site or organisation

5.3. Monitoring and Enforcement

5.3.1. Travel Plans must be monitored and updated. In respect of this a contribution towards the monitoring of a Travel Plan will be required by the Council (see Section 6.0 below).

5.3.2. Enforcement may be required where: • there is non-compliance with a Section 106 requirement or condition e.g. to implement a Travel Plan or a particular measure

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• Travel Plan measures have not met the agreed outcomes or targets and some remedy is necessary • some aspect of the Travel Plan has not operated as intended and needs to be reviewed and revised.

5.3.3. Enforcement should not be seen as a penalty, but as a way of facilitating the original aims of the Travel Plan.

5.3.4. Enforcement can be undertaken in relation to non-compliance with specific planning conditions that relate to a Travel Plan, for example:

• preventing the occupation of part of the site; limiting its use or further development until a specified element of the Travel Plan has been implemented • enforcing limitations on parking levels for each phase of a development • requiring the submission and implementation of a parking management plan.

5.3.5. Enforcement may also take the form of sanctions exercised under the terms of a Planning Obligation, for example: • payments to the Council to implement previously agreed measures where these have not been put in place • the requirement to extend the monitoring period and to provide a revised package of measures until such time as the targets are met • payments to the local authority to cover the cost of taking action to deliver the agreed target (s) where these have not been achieved • non-return of a ‘bond’ paid to the Council by the developer prior to commencement of the development, for the same purpose • specified payment to the Council to meet the cost of taking action to achieve the agreed outcome, for example implementing a car parking zone around the development.

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6.0 PLANNING CONDITIONS and OBLIGATIONS

6.1. Planning Conditions

6.1.1. Planning conditions may be imposed on the grant of planning permission to secure on-site transport measures and facilities on or off site as part of the proposed development, in line with paragraph 8.7.5 of Planning Policy Wales (March 2002) and government standards set out in Welsh Office Circular 35/95 ‘The Use of Conditions in Planning Permission’.

6.1.2. In relation to access, circulation and parking, conditions may be used: i. to specify the number of parking spaces and their size ii. to control the management and use of parking spaces, so that, for example, priority is given to certain categories of people, e.g. disabled people and people with young children iii. to secure the removal of parking spaces after a specified period, or when access to the site is improved by public transport, walking and cycling iv. to control the design of delivery areas and specifications for lorry parking and turning spaces v. to secure the provision of secure cycle parking and changing facilities and safe pedestrian and cycle routes vi. to secure the provision of on-site facilities for public transport, such as bus stops, shelters, boarders and build-outs, real-time information units and anti-crime cameras vii. to require the preparation of a Travel Plan or require aspects of a travel plan to be implemented viii. to restrict permitted development rights, in exceptional circumstances, where an otherwise permitted change of use could cause a material deterioration in local traffic conditions ix. crime prevention through environmental design (CPTED) or community safety initiatives, improved street lighting, alley gating, ambassador schemes, provision of CCTV x. consideration and specification of the surface finish and its implications for sustainable drainage.

6.1.3. Conditions attached to a planning permission will be enforceable against any developer who implements that permission and any subsequent occupiers of the property.

6.2. Planning Obligations

6.2.1. Guidance on Developer Contributions for Transport is set out in separate Supplementary Planning Guidance.

6.2.2. The requirement to prepare a Travel Plan and the implementation of specific components of the Plan can also be secured through Planning Obligations. Planning Obligations are normally the most appropriate means, of securing the provision of physical measures outside the site boundary and financial contributions to support services or activities required for Travel Plan implementation. They are also likely to be the most effective mechanism for enforcing performance targets e.g. in relation to travel patterns, or imposing

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sanctions and financial penalties, where these are required to provide an incentive for Travel Plan delivery.

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APPENDIX A – CARDIFF UNITARY DEVELOPMENT PLAN

A1. The Cardiff Unitary Development Plan was placed on deposit in October 2003. Following introduction of the European SEA (Strategic Environmental Assessment) Directive in 2004 and subsequent updated guidance from the WAG on development planning, the Council has sought the agreement of the Assembly to cease preparation of the Cardiff UDP and commence preparation of a Local Development Plan.

A2. Guidance issued by the Welsh Assembly Government in respect of LDPs indicated that where a UDP has been put on deposit it may remain a consideration in development control decisions until such time as an LDP has been placed on deposit. Generally, the weight to be attached to policies in emerging UDPs depends on the stage of plan preparation, the degree of any conflict with adopted plans, and the number and nature of any objections and/or representations in support of policy.

A3. Policy 2.57 (Access, Circulation and Parking Requirements) of the deposited Cardiff UDP states:

Where necessary, safe and convenient provisions will be sought in conjunction with development for: a) pedestrians b) people with special access and mobility requirements c) cyclists d) powered two-wheelers e) public transport f) vehicular access and traffic management within the site and its vicinity g) car parking and servicing h) coach parking i) horse-riders

A4. Representations were made at deposit, objecting to the above proposed policy.

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APPENDIX B – TRAVEL PLANNING MODULES

TP 1: Best Practice Guidance

6.2.3. The following documents provide advice and guidance on travel planning. • School Travel – Strategies and Plans: A Best Practice Guide for Local Authorities, (DETR, 1999) • Green Transport Plans – Best Practice Guidance Note 2, Welsh Transport Advisory Group, (1999) • Preparing you organisation for Transport in the Future: The benefits of Green Transport Plans, (DETR, 1999) • Safer Journey to School: A Guide for Teachers, Parents and Governors (DfT, DETR, DfEE, T2000 Trust, Safer Routes to Schools) • Using the Planning Process to Secure Travel Plans: Best Practice Guide (DfT, 2002), • A Travel Plan Resources Pack for Employers (DfT, 2002) • Making Residential Travel Plans Work (DfT, 2002) • The Environmental Assessment of Plans and Programmes (Wales) Regulations 2004 (S.I. 2004/1656) • Smarter Choices: Changing the Way we Travel (DfT October 2004) • Guidance on the Assessment of Travel Plans (DfT, 2005) • Workplace Travel Plan Evaluation Tool (DfT, 2005) • Making Residential Travel Plans Work: Good Practice Guidelines for New Development (DfT, 2005) • Making Travel Plans Work: Research Report (DfT, 2005) • An Essential Guide to Travel Planning (DfT, 2007) • Making Residential Travel plans Work: Summary Document (DfT, 2007) • Making Personalised Travel Planning Work (DfT, 2007) • The Essential Guide to Travel Plans (DfT, 2007) • Further information on all aspects of Travel Plans is available from: www.cardiff.gov.uk/travelplans.

6.2.4. Key Contacts: • Council Transport Policy Team Leader: e-mail: [email protected]. • Council Travel Plan Officer: email: [email protected]. • Council Safer Routes to School Officer: e-mail: [email protected].

TP 2: Summary of Potential Travel Plan Measures

6.2.5. Examples of measures that may be included in a Travel Plan are set out below in tables relating to the type of Travel Plan that may be prepared.

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Table TP 2.1: Workplace Travel Plans

Initiative Potential Measures

Reducing the Need to Tele-working/remote working/home working Information Travel provision Tele-conferencing/ Video-conferencing Personalised journey planning Flexi-time Compressed working week (or 9 day fortnight) Travel Plan Induction Pack Relocation packages Publicise Travel Plan when recruiting Public Transport Provision of facilities on-site Discounted tickets Interest-free season ticket loans Improvements to existing services Improvements to waiting environment. Works buses/shuttle buses Promotional material and events Walking Provision of shower/ change/ locker facilities Sign posting Route Maps Provision of umbrellas/rainproof clothing Promotional material and events Provision of personal alarms Self-defence lessons Cycling Interest-free loans to buy cycle/equipment Introduce cycle mileage rates Obtain discounts from local shops/ security products Cycle marking/Coding Establish BUG Pool bikes Promotional material and events ‘Bike Doctor’ and other support, e.g. training Powered two wheelers Provision of secure parking Provision of shower/ change/ locker facilities Promotional material and events Car Park Management Car park permit scheme Car park exclusion zone Car park charging Fleet Management Improved network provision Review company car policy Improved network maintenance Van pooling/drive share Provision of secure cycle parking Provision of shower/ change/ locker facilities Reviewing mileage rates Route Maps Driver training Sign posting Route planning Pool cars Fleet Vehicles Use of efficient vehicles

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Initiative Potential Measures

Use of ‘clean fuels’ Review company car policy Use of local suppliers Car Sharing Match-finding database Coffee clubs (to find/meet car share partners) Reserved parking spaces near to entrance Free/designated parking for Car Sharers Guaranteed ride home Promotional material and events

Table TP 2.2: School Travel Plans

Initiative Potential measures

Walking Highway 20mph zones outside school Measures Priority measures for school buses Safe crossings outside school/along routes Local cycle lanes and cycle tracks Junction narrowing/parking reorganisation Shelters Walking bus schemes, Walking campaigns, Walking reward schemes Identification of safer walking routes Lockers for pupils to store books / bags ‘Park and walk’ scheme School crossing patrols School Management School cycling policy Issues Staff supervision of entrance Identify safe routes for cycling Access restrictions on school site Secure cycle storage Timetable planning and length of school day Showers, changing facilities and lockers Road Safety Training Classroom Work Pedestrian training 'Bike bits swap-shop' and a 'bike clinic' Poster/leaflet campaigns Parent escort training ‘Cycle trains’ Cycle helmet/hi vis wearing initiatives Discounts at local bike shops Road safety curriculum work Cycle training courses Public Transport Safe route planning (Geography) (Curriculum links) Promoting use of bus and rail bike shed design (CDT) Additional school buses survey analysis (Maths / Computing) Promotional work (English, Art and Drama) Risk management, health and citizenship (PSE) Information and publicity Private minibuses Parent escorts on buses

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Initiative Potential measures

Car use Car share matching scheme ‘Drop-off ' point away from the school gate School gate car free zones Pre-driver training

Table TP 2.3: Residential Travel Plans

Initiative Potential measures

Site Design / Public Permeability for pedestrians and cyclists transport improvements New or enhanced bus services Traffic calming/pedestrian and cycling friendly infrastructure Highways safety measures Facilities to improve interchange (e.g. cycle parking/ lockers at stations) New or enhanced rail services or connections On site speed limits Restrictions on car movements within site Parking restraint (or potential car-free site) Car Clubs Social exchange areas, recreation areas, seating areas, play areas, and biodiversity (nature) areas Cycle parking on site and provided in home design Other services to Accessible bus routing support sustainable Bus infrastructure measures and real time information travel Home delivery grocery service provisions and refrigerated drop- off points on site Adoption of home zone principles or features Taxi provision agreements Improvements to off- Journey share scheme site access Road safety improvements to highways infrastructure serving the site Community travel forum Creation and enhancement of cycling and walking links serving the site Bicycle user group Provision of off-site bus infrastructure/priority on routes serving the site Facilities that reduce Broadband access and provision of office space in houses the need to travel Local schools Local health centres/surgeries Local education Childcare Local leisure facilities Local shopping /home delivery - e.g. convenience store; cool storage areas for collection of groceries Local employment – e.g. mixed residential/office use or live/work accommodation, broadband. Local community centre or similar

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TP 3: Travel Plan Process

TP 3.1 New Developments/Workplace Travel Plans

6.2.6. Workplace Travel Plans are Travel Plans that relate specifically to an individual organisation and its site. Where this organisation is on a multi- occupancy site it will include reference to the Umbrella Travel Plan for the site.

6.2.7. Workplace Travel Plans submitted to the Council should include the following: • Background/Introduction - this should outline a site audit explaining site location, numbers of people using the site (employees, visitors, services) and the nature of work and hours of business. • Data from the site audit and staff travel survey - this information will describe general trends and the baseline modal split for travel to the site. • Objectives - clear objectives, stating what the Plan is trying to achieve. These should include reduction in commuters driving alone to the site, reduction in car trips to/from the site, increases in public transport use where appropriate, reduction of car parking over subscription and improving sustainable access etc. • Targets - these should be linked to the objectives of the plan and reflect policies and relevant information from the Transport Assessment where this has been required. Targets should also be SMART4. Where targets cannot be set a commitment to setting targets following full Travel Survey should be outlined. Targets should be approved by the Council and link to the Transport Assessment. • Measures - this section needs to outline what actions will be taken to facilitate the achieving of targets set. Appropriate measures are informed by the results of the Transport Assessment, site audit and staff travel survey. The most effective Travel Plans contain a mixture of both ‘carrots’ (measures to improve alternatives to the car) and ‘sticks’ (measures to discourage unnecessary use of the car). This section should also outline how the Travel Plan will be promoted and communicated to employees, visitors (if appropriate, etc.). Measures which include external organisations such as public transport operators, need to ensure that early consultation has been undertaken. • Action Plan - the Action Plan will outline a clear strategy for implementing the Travel Plan. It will clearly describe what actions will be taken, a timescale for their delivery and the persons or group responsible for their delivery. It is the responsibility of a Travel Plan Coordinator to initiate the work and monitor and coordinate their progress. • Monitoring and Review - a clear plan for monitoring and reviewing the Travel Plan should be included. This should be accompanied by clear timescales. • Travel Plan Co-ordinator – the Travel Plan must include the name of the appointed person/s responsible for the implementation of the Plan. The

4 Specific, Measurable, Achievable, Realistic and Time-scaled

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Council must be informed of any changes. Smaller organisations may be able to extend the job profile of an existing employee. Larger organisations may need to consider appointing to a dedicated post. The Travel Plan Co- ordinator should be responsible for managing, delivering, promoting and monitoring the Travel Plan.

TP 3.2 Residential Travel Plans

6.2.8. Stages undertaken in developing a Residential Travel Plan are similar to those for producing a Workplace Travel Plan. Residential Travel Plans should be integrated into the development from the outset.

6.2.9. Table TP 3.2.1 below, sets out Best Practice Guidance on how the development of a Residential Travel Plan can be managed through pre- construction, construction and ‘moving-in’ stages of a residential development.

Table TP 3.2.1: Residential Travel Plan Development

Phase Management Activity Mechanism Funding Pre- Travel Plan Agreed Planning Travel Plan construction prepared by appointment of consent paid for by developer or their Travel Plan developer agent Coordinator as part of the plan. Construction Travel Plan Liaise with and Coordinator’s Travel Plan Coordinator in train sales staff responsibilities Coordinator place 4-6 months about transport outlined in paid for by before residents benefits of site. Travel Plan. developer. move in. Prepare marketing Implementation Establish steering materials. of identified group including key Ensure TP measures agencies measures are in place from the outset Early moving Travel Plan Publicity and Plan measures Developer in period Coordinator in launch of TP. detailed in the contributions place Provision of original plan towards Establish residents personalised travel and agreed as individual group e.g. site marketing. part of S106. Travel Plan management Promotion of Management measures. committee or other individual Travel structure for structure. Plan measures. Plan agreed as Establish the part of S106. management Implementation group for the plan of identified and initiate measures. meetings. Monitoring and amendment of the plan.

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6.2.10. The structure of a Residential Travel Plan is similar to plans for workplaces. The guidance provides a framework for addressing the issues particular to residential Travel Plans. i.e.: that the occupiers of the development are likely to be unknown; the need to deal with outward bound trips to multiple destinations; the provision of facilities that will reduce the need to travel; and the securing of a means of ensuring that the Travel Plan is actively rolled out and promoted for an agreed period of time.

6.2.11. Residential Travel Plans submitted to the Council should include the following: • Objectives – these take account of the Transport Assessment and/or accessibility audit and should emphasise the provision of good access to a full range of services and facilities for residents that will help to reduce traffic generated by the development. The size, type and ownership/tenancy arrangements of the development will also inform the objectives. • Targets - these should be realistic and specific to the site. They must represent a clear improvement over the ‘no Travel Plan’ scenario and should be based on data gathered. The targets should also reflect any appropriate targets set out in relevant local policy documents. It may be useful to look at potential success of other smart measure interventions as a guide. The level of car trips is a common measure of effectiveness of the Travel Plan, though other measures might be uptake of alternative modes of transport or levels of car ownership on the development. These targets may also relate to the awareness of the Travel Plan (which should also have an associated target) by residents on the development and can provide direction as to the future needs for the promotion of the plan. It may also be sensible to include, where appropriate, any environmental protection targets (for instance in Air Quality Management Areas). • Measures - the location of each individual site in relation to existing public transport routes, health facilities, schools, shop and workplaces etc. will influence the pattern of travel. Measures to provide good access to key facilities will need to be site-specific. It will be necessary to integrate these measures into the design and marketing of the development so that sustainable patterns of travel are encouraged from the outset. The Travel Plan should reflect good and effective site layout that encourages the use of other modes of transport and controls car related trips. Outward bound journeys from a place of residence are multi destination and frequently multi-purpose. This means that a wide range of measures will need to be incorporated in order to encourage the uptake of more sustainable travel choices. Measures to support walking, cycling and public transport are equally important to those of parking management and restraint. Residential Travel Plans will be expected to address the securing of a provision of such a facility for future occupiers and ensure appropriate marketing, particularly in low or zero parking developments. • Monitoring and review - the monitoring process for Residential Travel Plans is similar to that for other Travel Plans. The results of the monitoring need to be shared with the residents so as to encourage feedback, involvement and ownership of the Travel Plan. Review arrangements must

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be built into the plan in order to reflect changes in the local environment, services and the population of the site. Specific facilities provided through the plan should be addressed on an individual basis as part of the review. • Management arrangements - a Travel Plan Co-ordinator is essential to prepare and implement the Travel Plan. In particular a Residential Travel Plan Co-ordinator will be an important link with occupiers. During the construction phase the Travel Plan Co-ordinator will be involved in marketing activities, and will play a critical role as residents move in. This may include the provision of personalised Travel Planning, marketing, publicity, and establishment of a management group. If the role of the Travel Plan Coordinator can not be continued beyond the development stage, arrangements need to be put in place to ensure continued management and funding of the Travel Plan and its initiatives well into the future. Responsibilities and liabilities should be spelled out to ensure that the Travel Plan is sustainable once the properties have been sold or when the first occupiers have moved on. A number of management structures may be incorporated such as steering groups, management companies and community trusts. • Evaluation - it is very important to set up and evaluate the proposed Travel Plan prior to its agreement. All Travel Plans should meet the TRACES evaluation criteria suggested by Making Residential Travel Plans Work: Good Practice Guidelines5, and summarised below.

Table TP 3.2.2: Residential Travel Plans Evaluation Criteria

T Transparent Plans should identify clearly which organisations are responsible for all elements of the plan, where the financing will come from, and how targets have been developed R Realistic Plans should set realistic but stretching targets, which reflect Local Development Framework and Local Transport Plan policies and the likely make- up of new occupiers/inhabitants. Targets should take account of previous experience of people adopting sustainable transport choices (e.g. in response to Travel Plans and personalised journey planning). A Achievable Plans should only include measures which developers and partners in the process are capable of delivering and which are likely to have a positive impact on transport behaviour. C Committed Plans need clear commitment from the developer for the period of their implementation and beyond to their establishment. This can be demonstrated, for example, by the appointment of a travel coordinator and the setting aside of funding to take the plan forward. E Enforceable The commitments established in the Plan need to be enforceable by local authorities under the accompanying S106 agreement. This demands

5 DfT Sept 2005

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precision and clarity in the way measures are set out in the Travel Plan. S Sustainable Plans need to demonstrate how they will be managed in the longer term. This includes specifying arrangements for the transition of responsibility for the plan from developer to occupiers, residents or other organisations and continuing sources of funding for the Plan.

TP 3.3: School Travel Plans

6.2.12. The development of a School Travel Plan is similar to that of a workplace Travel Plan. School Travel Plans submitted to the Council should include information on the following: • Travel Plan Working Group - a working group must be set up to oversee the production and implementation of the School Travel Plan. This group will comprise of key stakeholders6 and a Travel Plan ‘champion’ responsible for coordinating the activities of the Travel Plan. • Consultation - as part of the process it is important that parents, local residents (where appropriate) and other key local stakeholders be consulted to highlight any specific areas of concern. • Site Audit and Surveys – an evaluation of the facilities and existing provisions of the site. This includes both parking arrangements and facilities that support the use of sustainable transport. Surveys should be undertaken, including a pupil travel survey, and a ‘route audit’ to assess walking and cycling route safety. The travel survey/questionnaire should identify how children travel to and from school, how they would like to travel, and what barriers prevent them from doing so. A staff survey is also desirable. • Objectives and Targets - develop clear, SMART7 objectives that link to defined issues, and targets that reflect the survey data and identified issues. • Measures - that are most likely to be a success as determined by the research stage, objectives and targets. • Action Plan – this should identify the specific person or body responsible for each action and the timetable for implementation. • Support – the School Travel Plan is supported by the Head Teacher, School Governors and the Parent Teacher Association. • Monitoring and review - monitoring arrangements will make links with the school development/improvement plan. The Travel Plan must include a commitment that the review will consider pupil travel needs arising from new developments in education and transport provision, and that the Travel Plan will be revised to take account of these as necessary.

6 Teachers, parents, Student Council, members of the local community, police and local wardens and any other appropriate body.

7 Specific, Measurable, Achievable, Realistic and Time-scaled.

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Appendix 2 0LANI #ENTRAL!REAAND#ENTRAL!REA@"UFFER:ONEAS0ROPOSED IN.OVEMBER#ONSULTATION6ERSION

PROPOSED PROPOSED CENTRAL CENTRAL AREA AREA BUFFER ZONE 0LANII #ENTRAL!REA"OUNDARYAS0ROPOSEDIN&INAL$RAFTFOR !PPROVAL*ANUARY

EXECUTIVE vies: B.Sc.(HONS), M.Phil., C.Eng., F.I.C.E., FIMgt. CARDIFF COUNTY COUNCIL Title: y Hall CYNGOR SIR CAERDYDDCENTRAL c Wharf f CF10 4UW Drawn by: si 9 20872000 AREA Date: 07/08/09 Scale: 1:35000 Centre Coords: 318460 / 177725 ed from Ordnance Survey material with the Drawing No.: n of Ordnance Survey the Controller of Her BOUNDARY Stationery Office c Crown Copyright. sedreproduction infringes Crown Copyright and o prosecution or civil proceedings. Appendix 3 Consultation Responses

ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). Road Haulage Association, 14th November 2008 1 On any retail or industrial developments there is There is a requirement No changes made. usually always a requirement for goods and for “Operational Parking” products to be delivered or collected by lorry. As para 3.1.12 to be you will probably be aware lorry drivers have to provided for servicing of comply with the Drivers’ Hours Regulations and at developments. these delivery points there is frequently no space for the lorries to park such that the drivers can take their driving breaks.

At many industrial sites in the UK there is just nowhere for lorries to park and when they do they find that they get clamped.

We wonder if consideration could be given to requiring developers to provide suitable lorry parking on the larger developments as part of the granting of planning permission.

It is quite clear that everyone expects the goods to be collected or delivered but no thought is given to where the lorries can park. Andrew Burgess, Planning Issues, on behalf of Churchill Retirement Living Limited, 10th December 2008 2 Table Churchill Retirement Living Limited object to the The response appears to No changes made 3.5 C2 proposed Parking Guidelines for Residential set out be asking for a maximum and C3 in table 3.5 C2 and C3 relating to Sheltered provision of 1 space per Housing. The proposed standards do not appear to 3 apartments. The

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). be based on a proper understanding of the level of guidance as drafted car ownership and vehicle movements associated accords with this as it with a category 2 Sheltered Housing development asks for a minimum of for the elderly. 0.25 spaces (0 in the central area) and a It is an objective of planning policy to ensure new maximum of 0.5 spaces, development provides lower levels of parking and with additional spaces for that planning applications are determined in relation visitors/staff. Both to maximum parking standards. Category 1 and Category 2 Sheltered Housing are It is important that a clear distinction is made provided for within this, between category 1 and category 2 Sheltered noting that para 3.1.3 Housing for the Elderly. Category 1 Sheltered states “It is recognised Housing is residential accommodation where the that there may be occupation is restricted to residents aged sixty or situations where it may more and is aimed at the active elderly. Whereas be justifiable to apply the category 2 Sheltered Housing includes a package parking guidelines for of estate management services, with an emergency cars, people with alarm system normally with communal facilities disabilities, cycles and such as a residents lounge, a laundry, a guest suite powered two wheelers in and a resident warden. This type of a flexible way, taking the accommodation is designed to meet the needs of merits and the “less active elderly” and as a result there is a circumstances of each difference in the level of car ownership which planning application into means that a parking ratio of 1 space to 3 consideration”. apartments is appropriate. It is not considered The age of residents in category 2 Sheltered appropriate to exclude

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). Housing is an important factor that needs to be parking spaces for staff taken into consideration when assessing the or visitors. provision of parking spaces. The average age of a resident in a Churchill Retirement Living development is 78 and experience shows that residents of this age give up their car before or soon after moving into category 2 Sheltered Housing.

It is considered essential that the proposed parking standards expressly refer to category 2 Sheltered Housing for the Elderly. In view of the explanation above it is requested that the parking standard for this type of retirement housing is provided at a ratio of 1 space per 3 apartments with no provision for staff or visitor parking. Wendy Richards, Design Commission for Wales, 12th December 2008 3 Page DCFW support the move from minimum to Agree New para included in Section 5/6 maximum parking standards and the desire to see 2.1 travel plans widely adopted, this information should always be cross referenced to information within the Design and Access Statements submitted with applications. Technical Advice Note 12: Design (TAN 12) should be referenced here. 4 Page It is not clear how this Supplementary Planning The Parking Standards No changes made. 5/6 Guidance interfaces with the CCS Wales Parking referred to were Standards 2007 produced by the South East Wales produced by the County Transport Alliance (SEWTA), this should be stated. Surveyors Society. These standards have

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). not been adopted by either Sewta, neither have they been endorsed by the Welsh Assembly Government. 5 Page Rear courtyards for parking may work well to Agree Para 3.1.10 reworded as: 10 reduce on street parking, especially for dense “Courtyard parking is generally 3.1.10 developments, as long as there is sufficient natural not a preferred design, as it surveillance. can allow access, and expose the rear and vulnerable areas of residential developments. However, where it is deemed necessary and suitable, i.e. for dense developments or to reduce on-street parking, lighting which conforms to BS 5489 and a means of full and controlled enclosure must be included”. 6 Page Specific reference to Chapter 8 of the Manual for Agree 3.2.1 The principles outlined in 20 Streets and cyclists should be made in this section. Chapter 8 of the Manual for Please see suggestions below in red. Streets should be taken into account for the layout and 3.2.1 The principles outlined in Chapter 8 of the design of parking areas. Manual for Streets should be taken into account for Through good design, car the layout and design of parking areas. Through parking (public and private) good design, car parking (public and private) must must also give consideration to also give consideration to safety for pedestrians, safety for pedestrians, cyclists

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). cyclists and vehicles, it must also address issues of and vehicles, it must also security, visual amenity and access requirements. address issues of security, visual amenity and access 3.2.2 Access and circulation arrangements must requirements. accommodate the needs of vehicles, pedestrians and cyclists. 3.2.2 Access and circulation 3.2.5 At all accesses good inter-visibility between arrangements must accessing/exiting vehicles and likely pedestrian accommodate the needs of desire-lines should be incorporated into the design. vehicles, pedestrians and Wherever possible, pedestrian entrances/exits cyclists. should be separate from those used by vehicles. Landscape design should form an integral part of 3.2.5 At all accesses good the design of car parks, incorporating appropriate inter-visibility between planting with hard surfaces and lighting selected accessing/exiting vehicles and from good quality, sustainable materials. likely pedestrian desire-lines should be incorporated into the design. Wherever possible, pedestrian entrances/exits should be separate from those used by vehicles. Landscape design should form an integral part of the design of car parks, incorporating appropriate planting with hard surfaces and lighting selected from good quality, sustainable materials.

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). 7 Page Reference has not been made within the SPG to Agree New para included in Section 30 TAN 12: Design, particularly ref page 30 5.57 which 2.1 – as above. 5.57 talks about the quality of these places. 8 Page Sustainable urban drainage systems should be Agree 3.2.11 The Council 21 referenced, DCFW would advocate the use of recommends the use of 3.2.8 porous surface material and swales to attenuate sustainable urban drainage storm water runoff for all proposed new parking, systems and advocates the ground conditions allowing. use of porous surface material and swales to attenuate storm water runoff for all proposed new parking, ground conditions allowing. 9 Page For additional security for cyclists and their bicycles, Agree 3.7.9 Long stay parking, which 25 long stay cycle parking should be overlooked or provides for the needs of 3.7.9 provided with surveillance when on the side and employees and commuters for rear of buildings. longer periods is more appropriately provided within, to the side, or rear of a building and should be overlooked or provided with surveillance. 10 Page Car clubs should provide electric (or at least dual Car Clubs are seen as No changes made. 26 fuel) vehicles for use by residents. an important tool in 3.9 supporting sustainable modes of travel and reduced car use. Evidence from established car clubs

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). across the UK suggests that one car club vehicle can replace up to 20 private cars (www.carclub.org.uk). The Council will ensure that where Car Clubs are introduced, environmental performance of Car Club vehicles should be considered, with no vehicles more than three years old to be used. Details will also be requested on vehicle type, vehicle size, fuel type and fuel efficiency and CO2 emissions. Operators will be asked to submit details of their environmental policies and to demonstrate a commitment to "sustainability within their Vehicle fleet and a keenness to use innovative, green fuel

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). hybrid and other and Vehicle technologies where feasible". 11 Page The consideration and specification of the surface Agree 6.1.2 x. Consideration and 33 finish and its implications for sustainable drainage is specification of the surface 6.1.2 a further possible condition for inclusion. finish and its implications for sustainable drainage. Barclays Bank 12 Class A2 uses, such as banks, are included in the In recognition of this No changes made same category as Class B1 offices, despite very difference, different clear statutory provisions that they are different. standards are applied to Aside from any question as to the necessity to place offices within central and a levy upon much needed investment, the Bank non-central locations objects to being categorised with general offices which do not require a central area location. Redrow 13 3.1.9 With regards to the minimum width of the garage, Manual for Streets 3.1.9 A minimum internal width the guidance states 3.2m – is this internal or indicates that many of not less than 3.2m … external width? The guidance need to be clear on authorities now this front. It does state the internal length of 5.5m, recommend a minimum but not the width. Please confirm. size of 6m by 3m for garages. Cardiff Council require a 3.2m by 5.0m minimum internal width for garages, with a minimum driveway length of 5.5m. 14 3.1.10 Whilst the Council state that Courtyard parking is No changes required. No changes made.

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). not the preferred design, the Council must accept that in some cases it is the most logical and suitable Option for the site. On a high density housing development, courtyard parking is the only option to provide sufficient parking within a site. The design of this courtyard can be subject to discussion between the applicant and the Council. 15 Table In principle, the car parking standards are quite The requirements meet No changes made. 3.5 C2 reasonable. However, Redrow are querying the current guidance set & C3 whether the Council’s requirements for Affordable by WAG. Housing parking provision meets the current guidance set by the WAG for DQR compliance? The standard for cycle Please confirm. parking provision remains unchanged from With regards to the Cycles Long Stay Space, the June 2006 SPG. The Redrow are concerned that the provision is too high standards will help to and would recommend that it is reduced to 0.5 per promote cycle use as bedroom. For a 4+ bedroom house there would be part of an integrated a need for a separate enclosure just for the bike strategy to encourage rack!! This would cause concerns in terms of the modal shift to design and appearance of the rack and also it’s sustainable and active affect on the street scene, particularly if they have travel. to be in a visible location. The guidance states at 3.7.11 that where it is not possible to provide cycle parking within the site itself that the developer

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). will be expected to make a payment proportional to the cost, as specified by the Council, for purchasing and installing off-site cycle facilities. The Council may pool funds from various developments, within a locality, to provide cycle parking facilities in the vicinity. 16 3.2.9 Redrow are concerned that all parking must meet Agree that a more 3.2.9 The Council endorses ‘Secure by Design and ‘Park Mark Safer Parking’ flexible approach should both the ‘Secured by Design’ standard and status. Many of the policies and be adopted. and ‘Park Mark Safer Parking’ standards of both these guidance documents award schemes conflict with the principles of urban design and town planning. Should the council adopt the approach of these documents, it will result in an inflexible, unimaginative, uniform and restricted form of development. Whilst we respect the requirements of these documents, the Council and the Police Architectural Liaison Officer must be flexible in all circumstances in accepting that it is not always possible to meet the standards set, and there must be a willingness to compromise in all circumstances. Redrow would recommend that this paragraph is re-worded to allow flexibility for urban

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). design and site constraints where it can be justified by a developer. 17 3.4.5 Part M of the Building Regulations will soon be Agree 3.4.5 Further guidance on replaced in Wales by a new set of regulations, and access statements and the the guidance needs to make reference to any requirements relating to regulations that supersede the current guidance. access and use of buildings (under Part M of the building It also needs to be made clear that any Planning regulations), can be… Application only has to comply with policies, guidelines and regulations that apply to the planning elements of the application and not Building Regulations as such. They are a separate set of Regulations that should not affect the principles of an application. 18 3.7.11 With regards to off-site payments, Redrow would Refer to ID 15. support this where applicable, but only if the payments reflect the reduced standards as suggested in the revisions to Table 3.5 C2 & C3 above.

Also, the developer should have the opportunity to provide costs for purchasing and installing off-site cycle facilities. Instead of being specified by the Council, it is recommended that the sentence is reworded to state that the development cost is agreed between the council and the applicant. 19 Chapter In requesting Travel Plans, the Council must take Travel Plans are a No changes made 5 into account the economic viability of a site and the requirement set out in

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). impact of the requirements of the plan on bringing National Policy the actual development if the site forward. Should Guidance. The Council the applicant be able to provide sufficient evidence employs a Travel Plan proving that a scheme is unviable due to the Travel Co-ordinator to provide Plan, then the Council must be flexible in their advice on the approach to implementation. Redrow would development of Travel recommend that this is stated within this Chapter of Plans the document.

Would the Travel Plan co-ordinator be independent The Council is not able to of the Council? provide a dedicated Travel Plan Coordinator for a development. A Travel Plan Coordinator would need to be provided by the developer. This coordinator would be independent of the Council. 20 Table Redrow feel that there are conflicting standards and The Table provides an No changes made TP 2.3 guidelines within this table. On the one hand the indication of the types of guidance states that there will be restrictions on car measures that could be movements within the site plus parking constraints, introduced. The Table is and on the other they tell us that we must provide not prescriptive. provision for home delivery grocery service and refrigerated drop-off points on site within homezone A community travel principles or features. forum is an element that

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). may be included in a It seems that the guidance aims to restrict vehicular community travel website movement, but wants to invite vehicles from outside or other facility that is the site, such as supermarket delivery lorries (larger specific to an area or than the average car and more reminiscent of a development. A small truck!!) in. To allow these large vehicles to community travel forum move around means providing highways standards will be an area where greater than that normally required for residential users (residents) can ask development. In conflict to this, the Council will also for advice and want homezone standards, where pedestrians and information about the street furniture take priority over vehicular traffic – a experiences of other massive obstacle to delivery traffic. forum members. Forum members may include Could the Council please explain what is meant by residents, active travel “Community Travel Forum”? and travel planning specialists and/or transport operators.

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). 21 Table Referring to the “Construction” phase and “Activity”, The table sets out best No changes made. TP we don’t think that ensuring that all the TP practice guidance, as 3.2.1 measures are in place from the outset is a realistic explained in 6.2.7 and is target. Depending on the site and the phases of not prescriptive. construction, it will not always be possible to have everything in place prior to first occupation. Redrow would urge the Council to reconsider this proposal, particularly on the larger allocations. In conclusion, Redrow would urge the Council to respect the fact that all contributions will have an impact on the viability of a scheme. The council must be realistic in the targets they aim to achieve, and fully respect the developers position. Should a scheme prove to be unviable, then the Council will not realise any benefits from a site. Design Team, Strategic Planning, Cardiff Council 22 Overall, we would like to see this being a broader Agree Further references to the SPG, with more emphasis on ‘Manual for Streets’, Manual for Streets and TAN wider urban design principles and sustainability. 12 have been made in line This will help to ensure that public places are not with other comments received. only functional, but well designed, desirable and inclusive. We would like to see reference to the use of good quality of materials, homezones for residential areas and streets for play.

The areas of Access and Circulation in particular could be developed further, as there seems to be more focus on Parking standards.

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). 23 2.0 Include a reference to Tan 12 which promotes a Agree Reference to TAN 12 has holistic approach to design that responds to been included at 2.1. character and context and high quality in the public realm. Recommendations in Tan 12 include Reference to the Residential applying home zone principles in housing design Design Guide is included at that focuses on the quality of the places and living 1.1.2 environments for pedestrians rather than the movement and parking of vehicles. (see 5.52). 1.1.2 …Guidance on Developer Contribution for Include reference to Residential Design Guide Transport and Residential (2007) Design is contained within separate supplementary Planning Guidance notes. 24 2.1.3 Expand to make reference to holistic approach to This section refers to the New para included in Section design, inclusively and sustainability. legal obligations of local 2.1 on TAN 12: Design. authorities to consider the need to prevent and reduce crime and disorder in all decisions that they take. 25 2.1.9 We would like to see the definition used in ‘Manual Agree, however the 2.1.9 Manual for Streets (DfT for Streets’ for Streets and Roads used in this SPG: speed limit classification 2007) states that ‘ a clear is required to make the distinction can be drawn 1.1.7 For the purposes of this document, a street is distinction clearer. between streets and roads. defined as a highway that has important public Roads are essentially realm functions beyond the movement of traffic. highways whose main function Most critically, streets should have a sense of place, is accommodating the which is mainly realised through local movement of motor traffic.

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). distinctiveness and sensitivity in design. They also Streets are typically lined with provide direct access to the buildings and the buildings and public spaces, spaces that line them. Most highways in built-up and while movement is still a areas can therefore be considered as streets. key function, there are several (MFS, 1.1.7, p.12) others, of which the place function is the most important.’ The current wording in the Consultation Draft between Roads and streets is confusing and would The council will use the mean that very few residential areas would be following criteria to draw a classed as streets, as very few areas have speed distinction between streets and limits of under 30mph. roads but will respect the distinction set out in Manual for Streets.:

A road is a classified highway with a speed limit of more than 30mph.

A street is defined as any highway that is not defined as a road.

26 3.1 Parking Guidelines and Standards – Insert Agree. Reference to 3.2.1…It is also important that introductory sentence saying it is important to competitiveness has the provision and design of car integrate parking into a well designed public realm. been made as this parking space is well See TAN 12, 5.57 and MfS: reflects the recognition in integrated with a high quality

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). TAN 18 (2.1) that road public realm. PPS3 makes it clear that when assessing the traffic growth can affect design quality of a proposed new development, it is economic 3.1.1 These objectives are important to consider a design-led approach to the competitiveness. balanced against the need to provision of car-parking space that is well integrated limit over-subscription of on- with a high quality public realm…(MfS 8.3.2, p.102) street parking…

3.1 talks of the need to limit on-street parking which conflicts with Manual for Streets - on-street parking is one of a range of solutions for parking (see MfS, 8.3.13, p.104). We also would question whether ‘competitiveness’ is relevant planning consideration? 27 3.1.3 It is important that the ‘other factors to be taken into Agree 3.1.3 ix. Impact on the account’ [para3.1.3] include ‘the historic built streetscene, urban vitality and environment’ This encompasses archaeology, the historic built environment. scheduled ancient monuments, listed buildings, locally listed buildings, conservation areas and historic landscapes - which are all especially sensitive to change. We suggest therefore that ‘impact on the historic built environment’ should be added after ‘impact on street scene and urban vitality’ 28 3.1.7 Current wording says that ‘…permission may not be This is a design No changes made. granted unless additional off street parking space consideration and not can be provided within the curtilage of the building.’ relevant for inclusion in It should also say that any such parking should this SPG. minimise its impact on the locality (i.e. amenity and

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). character and context).

29 3.1.9 A range of parking solutions should be considered, Cardiff’s Residential No changes made. including on-street parking. Garages are not always Design Guide generally the best solutions, and in fact are not always used refers to on-street for car parking (see 8.3.39, MfS, p.109). The parking configurations ‘Residential Design Guide’ SPG (p. 17) includes and their impact on the illustrations of parking arrangements that was urban streetscape. This developed with Highways. Perhaps this SPG could SPG requires more include something similar? We would ask that the specific detail with ‘minimum driveway length of 5.5m’ be removed, as regards to parking and this will remove flexibility from urban design and therefore 5.5m is seen as conflict with the Residential Design Guide. a transparent basis on which to start. 5.5m was TAN 12 says that the emphasis in the design of also the standard set out parking provision should be on integration with the in the previous SPG for overall setting and recognition that car ownership driveway length. can vary with income, age, household composition, the type of housing and its location. (TAN12 5.57)

30 3.1.10 We support the statement that Courtyard parking is No changes required. No changes made. not a preferred design and are reviewing the Residential Design Guide which will reflect this. It also reduces the vitality of an area by removing the interaction on street or near street parking design would bring. 31 3.1.12 While reducing the noise and traffic impact of This is a design No changes made. servicing a building is important. We also feel that in consideration and not

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). city centre locations servicing design should avoid appropriate for inclusion seeking rear accesses unsightly yards and where in this SPG. they are necessary they should be sufficiently well blended in with the building and overlooked. Where possible basement servicing would be preferred. 32 Table Guidelines for all Residential parking – We support No changes required No changes made 3.5 the minimum standards for Central area as ‘0’ as this is in line with the Tall Buildings SPG. 33 3.2 Parking layout and Design – Please make reference Agree Changes made as 3.2.1 to designing parking as part of a scheme from the above. outset and to designing a quality public realm. 34 3.2.1 to we agree that ‘pedestrian safety’ and hazards to Agree 3.2.1…Pedestrians should be 3.2.5 pedestrians are key issues, but we feel that more considered first in the design emphasis on pedestrian priority should be process, in accordance with established, especially in residential areas and the user hierarchy set out in there should be greater reference to removing Manual for Streets. barriers to pedestrian movement and home zone principles (see 7.2.16 MfS). 35 3.2.5 Landscaping should be high quality rather than Agree 3.2.5…Car parks should ‘adequate’. Landscaping should minimise intrusive incorporate high quality design impact on viewing from the outside as well as within constructed from good quality the carpark. Perhaps expand to say that careful materials which can minimise landscaping and tree planting can positively break intrusive impact on viewing up the monotony of a car park. from the outside as well as within the car park. 36 3.2.8 Include a paragraph on the principles of SUDS (see Reference has been No changes made. Residential Design Guide, p.33) made to the Residential Design Guide

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). 37 Table We are concerned that applicants may interpret this The table makes it clear No changes made. 3.8 table as technical requirements for materials. We that these are references would like to see a more flexible approach which to useful standard would allow high quality materials to be asked for, details. particularly in Conservation Areas. 38 3.4.5 Please refer to Design for Wales, Design and Agree 3.4.5…and Design for Wales, Access Statement 2008. Design and Access Statement 2008 39 3.7.4 Cycle provision should be designed into a scheme Agree 3.7.4…Cycle provision should from the outset, and not as an add-on. Cycle be designed into a scheme provision should respond to context and be of a from the outset good quality. Cllr Ed Bridges, Gabalfa 40 I do not believe that the proposed reduction in Following discussions at The buffer zone has been parking space requirements for developments in the the Councillor briefing deleted. 'Buffer Zone' outlined in the report is appropriate. By sessions, the current potentially halving the number of spaces required standards will be within developments in wards such as Gabalfa, the maintained. SPG would further intensify existing problems with parking congestion. I would suggest that the current requirements are maintained for this reason. 41 I am pleased that the old guidance on parking The issue of student The student parking standards provision at student halls is being reconsidered. As parking is being have been revised and refer to you know, I have long suggested that the "3km considered by the Task the need to student parking prohibition" rule is not fit-for-purpose, and I and Finish Group dealing accommodation to be believe experience has shown the policy to be with Student considered on a bespoke flawed. However, I am appalled to see that the Accommodation. The basis.

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). proposed new policy suggests maintaining the findings of this group will guidance that no parking be provided at new-build be applied to the student halls. Not only does this fly in the face of Council’s parking logic, it also goes against the will of the council, as standard requirements. expressed in the recent student housing motion which called for officers to "introduce a more managed approach to building student halls... to set out what facilities are desirable, such as parking". It was clear from the debate and the discussion which followed that the will of the council is for parking to be included in any new halls so that problems such as the ones experienced in my ward at Allensbank House or at Cambrian Point in Cathays can be averted. I would suggest that this element of the SPG is revisited in light of the Council motion, and that we consider insisting on the same level of parking provision for student halls as we would for 1 bedroom houses/flats. Cllr Simon Pickard, Cathays 42 The proposed SPG includes a significant extension Following discussions at The Central Area boundary of the core Central Area boundary within Cathays, the Councillor briefing has been modified so that the to include not just the city centre but areas around sessions, the proposed railway forms the boundary. Colum Road and the back of the Students Union boundary will be altered. (Miskin Street etc). The latter appears to be hard to explain, as the railway would appear to be a natural boundary, and had been the boundary in the previous SPG. Are you able to explain this apparent anomaly?

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). 43 The proposed SPG would reduce the obligations on Refer to ID 42 and 40. developers to provide parking spaces for new developments. This policy seems to ignore the impact that new developments are having for on- street parking in areas such as Cathays. Where parking on a street is already at very close to maximum capacity (as indicated by the high numbers of streets with residents-only parking schemes), new flats should include provision of sufficient parking spaces on that site to cover the total number of cars that will be introduced into the area as a result of the development. The proposed SPG would achieve the opposite – greater pressure for on-street parking. The presumption in the SPG that a reduced number of parking spaces will naturally lead to a reduction in car ownership appears to be unsubstantiated. The experience of local Councillors and residents is precisely the opposite – that pressure on existing parking spaces has increased dramatically in recent years. It should also be noted that the suggestion that car ownership is bad for the environment is mistaken – it is not the ownership, but the use of the car, and whilst these car-owners might use 100% public transport within Cardiff they may still have a need to own a car for the occasional visits to friends and family in more rural areas (especially the case in an area with a high student population with significantly fewer family members living in Cardiff).

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ID Ref. Representations Response Changes made to Consultation Draft (reference in final version is subject to change). 44 The proposed SPG does nothing to address the Refer to ID 41. concerns raised about parking at student halls, which was specifically mentioned in the Motion that was unanimously passed by Council on 20th November 2008 which called for Council to “introduce a more managed approach to building student halls ... and set out what facilities are desirable for these halls, such as parking.” Not only does the SPG continue the policy to not require student halls to provide any on-site parking for student residents (which many Councillors find unacceptable), but it actually removes the paragraph on student halls (paragraph 3 on p16 of the current Access, Circulation and Parking SPG – 2006 document) altogether. This implies it would no longer be incumbent on developers to provide a ‘financial contribution to cover parking studies, traffic management measures’ etc. It also indicates that the Council has no view on how parking for student halls should be regarded in the long-term. Cllr Francesca Montemaggi, Grangetown 45 The proposals regarding parking spaces for Refer to ID 40. Changes have been made to planning applications would only exacerbate an the proposed Grangetown already difficult situation in my ward. I would be Central Area boundary. grateful if you could take my comments into consideration.

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Appendix 4 List of Consultees

• Age Concern Cardiff & The Vale, Pat Arnold • Alder King Property Consultants, Gemma Rees • APCOA Parking (UK) Ltd, Louise Sautschak • Arriva Trains Wales, Malcolm Howitt • Associated British Ports Cardiff, Stephen Pritchard • Associated British Ports South Wales, Callum Couper • Association of Chief Police Officers - South Wales, Barbara Wilding • Association of Train Operating Companies (ATOC), Christopher Garnett • Automobile Association • AWETU Black Mental Health Group, Suzanne Duval • B.T.C.V.(British Trust of Conservation Volunteers), Stephanie Thompson • Babtie Group Ltd, Claudia Currie • Baker Associates • Barton Willmore Planning Partnership, Robin Shepherd • Bebb Travel Plc • Black Voluntary Sector Network, Maria Mesa • Boyer Planning • British Deaf Association, Eva Fielding-Jackson • British Horse Society, Heather Holmes • British Property Federation, Ian Fletcher • British Red Cross (Glamorgan), Lisa Kenny • British Retail Consortium, Gill Cronin • CADW • Campaign for the Protection of Rural Wales, Margaret Hunt • Hackney Carriage Office, Tracy Lloyd • Cardiff & the Vale of Glamorgan Playbus • Cardiff and Vale Coalition of Disabled Persons, Annie Duddridge • Cardiff Bus, David Brown • Cardiff Cats, Steve Critchley • Cardiff Chamber of Commerce, Claire Saralis • Cardiff Citizens Advice Bureau, Philippa John • Cardiff Cycling Campaign • Cardiff Harbour Authority, Roger Thorney • Cardiff Health Alliance, Christine Jenkins • Cardiff Institute for the Blind, Carys Henry • Cardiff International Airport, Graeme Gamble • Cardiff Local Access Forum, Steve Rees • Cardiff Neighbourhood Watch Association, Gary Reade • Cardiff University, Francesca Sartorio • Cardiff University, Shin Lee • CBI Wales, David Rosser • Civic Trust for Wales, Matthew Griffiths • Civil Engineering Contractors Association, Rhodri-Gwynn Jones • Community Transport Association, Wales, Betsan Calswell • Community Transport Association, Wales, Mike Jones • Confederation of Passenger Transport, Wales, John Gould • Contact The Elderly (Wales), Vanessa Powell • Cooke and Arkwright, Michael Lawley • Countryside Council for Wales, Maggie Hill

Page 1 of 5 • Cyclists' Touring Club, Robert Gatheridge • Disability Wales, Graham Finglay • Disabled Persons Transport Advisory Committee, Neil Betteridge • DTZ, Louise Halstead • English Welsh & Scottish Railway Ltd, Graham Meiklejohn • FaberMaunsell (on behalf of a consortium of Landowners, Developers and Housebuilders), Nick Oliver • First Cymru, Phil Collier • Freight On Rail, Philippa Edmunds • Freight Transport Association, Western Region, Deborah Stux • Friends of Forest Farm and Glamorganshire Canal, John Harding • Friends of the Earth, Cardiff, Chris Brown • Glamorgan Rail Users Federation, Ken Bibby • GVA Grimely • Grimley, Bob Brierley • Home Builders Federation, Lynda Healy • IBI Group • Institute of Logistics and Transport, Margaret Everson • Institution of Highways and Transportation, Ken Evans • Integrated Transport Planning Ltd., Julian Wheway • King Sturge, Chris Sutton • Knight Frank Property Consultants, Michelle Butler • Millennium Stadium Plc, Bob Evans • Mott MacDonald, Pat Cunningham • Mouchel Consulting Ltd. • MVA Ltd. • Nathaniel Lichfield and Partners, Gareth Williams • National Assembly for Wales, Robin Shaw • National Autistic Society, Shirley Parsley • National Car Parks Ltd, Gordon Allison • National Express Ltd • National Museum & Gallery of Wales, Deborah Wood • Newport Transport Ltd, Trevor Roberts • Oscar Faber Group Ltd. • Ove Arup & Partners Ltd., John Lovell • Pakistan Welfare Association, Mohammed Javed • Parsons Brinckerhoff Ltd., Kim Jenkins • Persimmon Homes (Wales) Ltd • Peter Brett Associates • RAC Motoring Services, Delaney • Rail Passengers Council and Committee for Wales, Clive Williams • Railtrack Plc (Network Rail), Richard Brown • Ramblers Association (Cardiff Group), John Issacs • RNIB Cymru, Kate Hughes • Road Haulage Association • RoSPA (Wales) • Royal Institute of Chartered Surveyors, Wales, Gareth Lloyd • Royal Town Planning Institute (South Wales Branch), Tony Humphreys • RPS Group Plc, Alex Welch • Sense Cymru, National Deaf, Blind and Rubella Assosciation, Wayne Lewis • Shamrock Travel, Beverly Carey • Sikh Gurdwara Cardiff

Page 2 of 5 • South East Wales Transport Alliance, Roger Newport • South Wales Branch RSAW, Cambell Lammie • South Wales Fire Service • South Wales Police, Bob Evans • Sports Council for Wales, Laura Williams • Stagecoach, Red and White Services Ltd., Phil Stockley • Stride Treglown Town Planning, Gareth Davies • Sustrans, Dafydd Thomas • T & GWU (Wales), Val Kuck • T.R.A.C.C, Chris Wilson • Traffic & Operations, South Wales Constabulary, Colin Francis • Transportation Engineering Group, Andy Jenner • TRL Ltd. • University of Glamorgan, Ramiz Delpak • University of Wales Institute Cardiff, David Martin • UWIC, Freda George • Vinci (Park) Cardiff Ltd, John Hawkey • Wales Council for Voluntary Action, Margaret Jervis MBE • Wales Freight Transport Association, Ian Gallagher • Wales Tourist Board, Roger Pride • Wales Transport Research Centre, Stuart Cole • Wales TUC Cymru, David Jenkins • Welsh Local Government Association, Rachel Crowley CBE • Charles Church, Andrew Crompton • WS Atkins Planning Consultants, Colin Calver • Wyn Thomas Gordon Lewis, Paul Vining • Blaenau Gwent County Borough Council • Brecon Becons National Park Authority, Chris Morgan • Brecon Becons National Park Authority, Richard Tyler • Bridgend County Borough Council • Bridgend Local Health Board, Andrew Goodall • Bridgend Local Strategic Partnership, Helen Hammond • British Transport Police, Steve Delemore • Bro Morgannwg NHS Trust • Bus Users (UK) • Capita Symonds, Maeve McElvaney • Chartered Institute of Logistics & Transport • Church in Wales, Robin Morrison • Communities and Partnerships, Steve Trigg • Country Land and Business Association Wales • Cyclists Touring Club (South Wales) • Davis Langdon, Iwan Davies • Department for Environment, Food and Rural Affairs, David Milliband • Department for Trade and Industry • Department for Transport • District Audit, Jon Roberts • Employment Opportunities for People with Disabilities • Environment Agency Wales • Environment Wales, Richard Lewis • Environment Wales • European Commission, Anastasios Nychas • European Commission, Andrew Stimpson

Page 3 of 5 • Gloucestershire County Council • Gwent Fire Serivce HQ • Help the Aged • Herian (Heritage In Action) • ICE Wales, Sarah Jenkins • LGDU, Nick Holmes • Lift Share, Louis Clabburn • Llandough Hospital & Community NHS Trust • Logica CMG, Tony Lewis • Monmouth Partnership Forum, Jenny Lewis • Nantymoel Community Organisation, John Rogers • National Trust, N Wynne • ngb2b, Patrick Long • North Somerset Council • Oxford Brookes University, Peter Headicar • Passenger Focus, Stella Thomas • Pedestrian Association • Police Headquarters • Police Headquarters • Property Management • PTI Cymru, Martyn Dunn • PTI Cymru, Kevin Roderick • PTI Cymru, Colin Clarke • PTI Cymru, Justin Davies • Road Haulage Association • SHOUT • South East Wales Economic Forum, April Clarke • South East Wales Housing Forum, Lesley Groves • South East Wales Strategic Planning Group, George Ashworth • South Gloucestershire Council • Sports Council for Wales • Steer Davies Gleave, Margaret Everson • Torfaen Community Transport, Megan Rosser-Davies • Torfaen Community Transport, David West • Transport Direct • Transport Research Laboratory, Monica Fundingsland Tetlow • Traveline • Travelwise, Rhian Davies • Urban Strategy Associates, Paul Cotterill • Vale of Glamorgan Local Health Board • Wales Rural Forum • Wales Tourist Board, Roger Pride • Wales Transport Research Centre, Stuart Cole • Wales TUC Cymru, David Jenkins • Welsh Ambulance Services NHS Trust • Welsh Environmental Services Association (WESA) • Welsh European Funding Office, Frank Jones • Welsh Health Estates, Eric Thomas • Welsh Hospitals and Health Services Association • West of England Partnership, Barbara Davies • HBF, Andrew Whitaker • HBF, Sian Lewis

Page 4 of 5 • Charles Church, Steve Rickard • Bellway Homes, Mark Harris • Barratt Homes, Ron Milson • Barratt Homes, Gareth Hawke • PPL, J Hatton Jones • DPPLLP, Judith Jones • RPS Group Plc, Krystyna Andrus • Compton Group, Steven Gibbins • Arriva Trains Wales, Malcolm Howitt • RSPB North Wales Office, Mike Webb • The Ramblers Association, Rob Hanna • Ramblers Association (Cardiff Group), Diane Davies

Page 5 of 5 Appendix 5

Cardiff Council

Equality Impact Assessment

Initial Screening Template

This document should be completed in conjunction with the Equality Impact Assessment Information Booklet & the Initial Assessment Guidelines.

August 2007

Produced in conjunction, and with thanks to, Charles Willie of The Cardiff and Vale Coalition for Disabled People

Page 1 of 12

Section /Department Person Undertaking Date of New or Existing the Assessment: Assessment: strategy, policy, project or Miriam Highgate Transportation Policy decision: September Update Existing 2009 Guidance

Strategy, Policy, Project or Decision Title Supplementary Planning Guidance (Access, Parking and Circulation)

Describe the aims of the Strategy, Policy, Project or Decision:

The draft Access, Circulation & Parking Standards Supplementary Planning Guidance (SPG) has been prepared to update the current guidance adopted by Council in June 2006. Key changes to the previous version include:

• reorganisation of the document to make it clearer and more user-friendly. • re-formatted tables setting out standards under each use class of the Use Classes Order 1995. • revisions to the central area and its boundary. • an expanded section on Travel Plans with additional detailed guidance on when Travel Plans will be required and what they should contain. • reference to new relevant guidance including DfT Manual for Streets and TAN 18: Transport. • guidance on requirements for submission of Transport Statements, Transport Assessments and Transport Implementation Strategies.

Describe the purpose of the strategy, policy, project or decision:

Assembly Government guidance1 encourages local planning authorities to prepare SPG to provide advice on how development plan policies will be implemented. This should help those involved in the development and planning process understand the purpose and objectives of policies and assist the submission of permissible planning applications.

Checklist – essential information to consider • What are you trying to achieve through the strategy, policy, project or decision,1 Unitary Development and why? Plans Wales (WAG 2001) • Who is intended to benefit from the strategy, policy, project or decision, and how? Page 2 of 12 • Who will have responsibility for implementing the strategy, policy, project or

Is it a new or existing policy?

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LANGUAGE Yes (give justification and reasons and identify the issues and concerns): Could the Strategy, Policy, Project or Decision have a differential impact as a result of Welsh Is the differential impact significant enough for a full language or assessment? other Yes No language issues? If no, give clear justification and reasons:

Use the questions below in order to arrive at a decision. No (give clear justification and reasons): Provide clear justification, reasons and The guidance applies equally to all people irrespective of evidence for language. The published guidance will in English as standard your decision. but can be made available in other langualges where required.

Checklist – essential information to consider • Will the strategy, policy, project or decision be made available to the public, if so, what languages will it be made available in? • Will the strategy, policy, project or decision have consequences for the people Cardiff Council serves, if so, how will it impact upon people who speak different languages? • Will the strategy, policy, project or decision have consequences for Cardiff Council employees, if so, will it have a differential impact upon employees depending upon their language? • Does the strategy, policy, project or decision comply with the Welsh Language Act 1983 and Cardiff Council’s Welsh Language Scheme 2006?

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RACE Yes (give justification and reasons and identify the issues and concerns): Could the Strategy, Policy, Project or

Decision have a differential impact on different Racial Groups? In your view is the differential impact significant Use the enough for a full assessment? questions below Yes No in order to arrive at a decision. If no, give clear justification and reasons: Provide clear justification, reasons and evidence for No (give clear justification and reasons): your decision. (Racial Groups The guidance will not have a differential impact on different refers to Ethnic racial groups and will apply equally to all people. Origin, Race, National Origin, Colour and Nationality, including Gypsy Travellers.) Checklist – essential information to consider • Will the strategy, policy, project or decision have consequences for the people Cardiff Council services, if so, how will it impact upon people from

different racial groups?

• Will the strategy, policy, project or decision have consequences for Cardiff Council employees, if so, how will it impact upon employees from different racial groups?

• Is there any evidence that the strategy, policy, project or decision could discriminate unlawfully, directly or indirectly, against people due to their race? • Is the proposed policy likely to affect relations between certain groups, for example could it be seen as favouring a particular group or denying opportunities to another? • Will the strategy, policy, project or decision affect one area of Cardiff more than others? If so, it may have a differential impact upon one particular ethnic group.

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DISABILITY Yes (give justification and reasons and identify the issues and concerns): Could the Strategy, Policy, Project or

Decision have a differential impact on

Disabled People? Use the questions below In your view is the differential impact significant in order to arrive enough for a full assessment? at a decision. Yes No Provide clear justification, If no, give clear justification and reasons: reasons and evidence for your decision. (A disabled person may have No (give clear justification and reasons): a physical, mental or sensory impairment which The guidance will not have a differential impact on people due to societal with disabilities. The guidance ensures that these groups barriers, attitudes are appropriately provided for under the terms of DDA and inaccessible compliance. environments precludes them from carrying out day to day activities.) Checklist – essential information to consider • Will the strategy, policy, project or decision have consequences for Cardiff Council staff, if so, could it have an adverse impact upon disabled employees? • Will the strategy, policy, project or decision have consequences for people in Cardiff, if so, could it have an adverse impact upon disabled people? • Will the strategy, policy, project or decision be made available in a range of formats so that it is accessible for disabled people? • Is there any evidence that the strategy, policy, project or decision could discriminate unlawfully, directly or indirectly, against disabled people or reinforce societal barriers?

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SEXUAL Yes (give justification and reasons and identify the ORIENTATION issues and concerns): Could the Strategy, Policy,

Project or Decision have a differential impact due to Sexual Orientation? Use the In your view is the differential impact significant questions below enough for a full assessment? in order to Yes No arrive at a decision. If no, give clear justification and reasons: Provide clear justification, reasons and evidence for your decision. No (give clear justification and reasons): (Sexual Orientation is defined as gay, lesbian, bisexual or heterosexual.) The guidance will not have a differential impact on groups with respect to sexual orientation and applies equally to all people.

Checklist – essential information to consider

• Will the strategy, policy, project or decision have consequences for the people Cardiff Council services, if so, how will it impact upon people in relation to their sexual orientation? • Will the strategy, policy, project or decision have consequences for Cardiff Council employees, if so, how will it impact upon employees who are gay, lesbian or bisexual? • Could the strategy, policy, project or decision be seen as treating one group of people more favourably than others due to their sexual orientation? • Is there any evidence that the strategy, policy, project or decision could discriminate unlawfully, directly or indirectly, against people due to their sexual orientation?

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BELIEF Yes (give justification and reasons and identify the issues and concerns): Could the Strategy, Policy, Project or Decision have a differential impact due to a person’s Faith, belief or non- belief? In your view is the differential impact significant enough for a full assessment? Use the Yes No questions below in order If no, give clear justification and reasons: to arrive at a decision. Provide clear justification, reasons and evidence for No (give clear justification and reasons): your decision. (Belief covers The guidance applies equally to all people irrespective of perceived or faith, belief or non-belief. actual faith, religion, belief or non-belief, but does not include political beliefs.)

Checklist – essential information to consider Will the strategy, policy, project or decision have consequences for the • people Cardiff Council services, if so, how will it impact upon people with different beliefs? • Will the strategy, policy, project or decision have consequences for Cardiff Council employees, if so, how will it impact upon employees with different beliefs? • Is there any evidence that the strategy, policy, project or decision could discriminate unlawfully, directly or indirectly, against people due to their religion, belief or non-belief? • Will the strategy, policy, project or decision affect one area of Cardiff more than others? If so, it may have a higher impact upon one particular religion or belief.

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AGE Yes (give justification and reasons and identify the issues and concerns): Could the Strategy, Policy,

Project or Decision have a differential impact due to

Age? In your view is the differential impact significant enough Use the for a full assessment? questions Yes No below in order to If no, give clear justification and reasons: arrive at a decision. Provide clear justification, reasons and evidence for No (give clear justification and reasons): your decision. The guidance applies to all people irrespective of age and (Age refers to does not have a differential impact of any age group. people of all ages; this includes younger people and older people.)

Checklist – essential information to consider • Will the strategy, policy, project or decision have consequences for the people Cardiff Council services, if so, how will it impact upon people from different age groups? • Will the strategy, policy, project or decision have consequences for Cardiff Council employees, if so, how will it impact upon employees from different age groups? • Is there any evidence that the strategy, policy, project or decision could discriminate unlawfully, directly or indirectly, against people due to their age? • Could the strategy, policy, project or decision be seen as affecting one age group more positively than others, if so, can this decision be justified?

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GENDER Yes (give justification and reasons and identify the issues and concerns): Could the Strategy, Policy,

Project or Decision have a differential impact due to

Gender? In your view is the differential impact significant enough for a full assessment? Use the Yes No questions below in If no, give clear justification and reasons: order to arrive at a decision. Provide justification, No (give clear justification and reasons): reasons and evidence. (Gender The guidance applies equally to men, women and refers to men, transgendered people and does not have a differential impact women and on any group.. transgendered people.)

Checklist – essential information to consider

• Will the strategy, policy, project or decision have consequences for the people Cardiff Council services, if so, will it have a differential impact upon women, men and transgendered people? • Will the strategy, policy, project or decision have consequences for Cardiff Council employees, if so, how will it impact upon women, men and transgendered employees? • Is there any evidence that the strategy, policy, project or decision could discriminate unlawfully, directly or indirectly, against people due to their gender? • Could the strategy, policy, project or decision be seen as affecting one gender more positively than others, if so, can this decision be justified?

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HUMAN Yes (give justification and reasons and identify the issues RIGHTS and concerns): Could the Strategy,

Policy, Project or decision In your view is the differential impact significant enough have an for a full assessment? adverse Yes No impact based upon If no, give clear justification and reasons: Human Rights? No (give clear justification and reasons):

The guidance does not discriminate directly or indirectly Use the against people on grounds of human rights and does not questions contravene any of the Human Rights, as set out in the Human below in order Rights Act 1998 and the Convention on Human Rights. to arrive at a decision. Provide justification, reasons and evidence.

Summary of Equality Impact Assessment Initial Screening

Checklist – essential information to consider • Will the strategy, policy, project or decision have consequences for the people Cardiff Council serves or employs, if so, does it contravene any of the Human Rights, as set out in the Human Rights Act 1998 and the Convention on Human Rights? • Article 14 states that prohibits discrimination on the grounds of “sex, race, colour, language, religion, political or other opinion, national or social origin, association with a national minority, property, birth or other status”. Does this strategy, policy, project or decision discriminate, directly or indirectly, against people due to any of these grounds?

Checklist – Essential Information to Consider When Making the Final Decision Page 11 of 12 • Policies that affect some areas of Cardiff more than others may have a

Could this strategy, policy, project or decision have a differential impact upon people because of their age, disability, gender, race, religion, belief or non- belief, sexual orientation or human rights?

Yes No x If yes, please state who will undertake this assessment and when it will commence: Name Assessment Date

Equality Impact Assessment Initial Screening Completed By: Name Job Title Miriam Highgate Land Use Transport Planner

Service Area Date Completed

Transport Policy EEI September 15 2009

Signed : M Highgate

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