Parking Standards

Parking Dimensions And Layouts

Cars’ dimensions vary considerably, but have been increasing on average in recent years. We support provision of larger spaces, particularly on private driveways, since this increases attractiveness and ease of use, helping to prevent inappropriate on-street parking.

Car Park Design

All car parks should include good quality pedestrian routes to maximise safety. Multi-storey or underground car parks should be designed in accordance with relevant industry guidance such as the Institution of Structural Engineers ‘Design Recommendations for Multi Storey and Underground Car Parks’ (2011).

Residential parking

Residential parking isn’t just a ‘numbers game’ – it should be integral to your design and considered early in the planning process. Your parking provision should satisfy reasonable demand for its location and make the best use of the land available. Please refer to the design criteria set out in the national Building for Life tool http://www.builtforlifehomes.org 

Parking should be designed so it’s useable, well-integrated and doesn’t detract from the public realm, particularly in high–density developments. Privately allocated parking spaces should relate well to dwellings to ensure they’re used effectively.

Car Barns, Car Ports and Garages 

In our experience, residents don’t park in garages unless there’s no alternative. In suburban and rural locations, we therefore won’t count garages as formal car parking spaces. Well-designed car ports and car barns, on the other hand, are typically well-used, so if yours meet minimum standards, we’ll count them towards your parking requirement in full.  

Parking Courts 

These are off-street communal parking areas for flatted or high-density developments. We prefer front parking courts, since these are located where people prefer to park, and can be overlooked improving security. We’ll support rear parking courts only if they’re thoroughly secure and serve no more than eight residential units. For larger developments, communal parking should be divided and distributed around the layout, including visitor spaces where required. 

Tandem Parking 

Tandem parking, where one car parking space is located behind another, is often poorly used where the rear space is a garage, so please avoid these arrangements. Use is notably better where both spaces are uncovered or incorporated within car barns.  

Tandem parking in communal parking areas where access is already restricted, such as rear parking courts, is not acceptable and will not count towards the parking provision.

Visitor Parking 

Design-led, unallocated on-street parking is normally the most efficient way to cater for visitors. This provision should be well distributed throughout residential developments, to maximise utility and minimise abuse. In town centre locations, visitors should be encouraged to use existing public car parks, or public transport where possible.  

Van Parking 

This will be assessed on a case-by-case basis. 

Car-Free Development 

KCC Highways supports and encourages car–free development in the right locations.  If you wish to promote car–free design, your development must already have (or include plans for) excellent public transport links, and good connections to existing footways, cycleways and Public Rights of Way. You should also consider car clubs, reduced charges for public transport, bicycle provision and repair packages within your Community Travel Plan (CTP).  

To minimise people’s need to travel, we want to see high-quality community amenities such as shops, schools, medical centres, libraries and leisure facilities as part of your development plan.   

Non-Residential 

Limiting parking provided at the destination can help discourage car journeys. In Kent, we set maximum standards for non-residential uses; you should consider lower provisions to encourage travel by other means wherever possible.  

Travel Plans 

Non-residential development proposals should be supported by a robust Travel Plan, including appropriate measures to encourage sustainable travel among future occupants and visitors.

Deliveries and Servicing 

All developments should provide adequate facilities to enable delivery vehicles to park and manoeuvre clear of the public highway. Where delivery volumes are high, you should submit a swept path analysis.  

Mixed-Use

On mixed-use developments, you should determine parking provision for each constituent land use or building, using an accumulation assessment on the TRICS database (or similar) where appropriate. You should then consult Local Planning and Highway Authorities about reducing overall parking through shared provision.  

Hotels 

For developments exceeding 20 bedrooms, you should make suitable provision for coaches to either drop-off and pick-up or park. 

Retirement Communities and Continuing Care Facilities 

Our ageing population means elderly people are travelling more than before, while the ‘baby boomers’ now reaching retirement age have higher car ownership levels than previous generations. 

You should provide an individual assessment of parking at the application stage, based on an understanding of the type and level of care being offered. Parking should be discussed with the Local Planning and Highways Authorities to ensure suitability.

SCHOOLS

New schools, or those where expansion is proposed, are expected to develop, update and monitor School Travel Plans. Further details can be found at www.jambusterstpms.co.uk 

•  Cars  

Parking for staff and visitors should be provided, together with overflow parking for community uses. We discourage parent and pupil parking, but want to see provision for safe drop-off and pick-up that doesn’t unduly interfere with the public highway. Exact details should be agreed with the Local Planning and Highway Authorities.  

You should consider measures to discourage parking, including car sharing, parking restrictions and permits, and submit a Parking Management Plan as part of your planning application where parking is an acknowledged issue.  

•  Coach/Bus/Minibus  

On all new school sites, you should allow space for pupils travelling by coach, bus or minibus to be dropped off and collected safely, with bus stops, bays, raised kerbs, seating and shelters provided on the highway.  

•  Cycles and Non-Motorised Scooters 

You should provide suitable parking at any new or expanded school, together with improvements to cycle routes and related safety measures wherever possible.

ELECTRIC VEHICLES 

National planning policy supports the provision of infrastructure for Ultra Low Emission Vehicles (ULEVs). The NPPF states that local parking standards should “be designed to enable charging of plug-in and other ultra-low emission vehicles in safe, accessible and convenient locations”.

The technology associated with ULEVs is evolving rapidly, so your design should meet the most relevant technical requirements and open standards. ULEV parking allocation, including for visitors and disabled users, and management plans should form part of your Transport Assessments.

Currently, most ULEVs are charged at home overnight. For each dwelling with on-plot parking, you should therefore provide an electric vehicle charge–point close to the parking space.  

For communal residential parking areas, and car parks for non-residential uses, you should provide a mix of spaces with charging infrastructure in place at the outset, and others with wiring and cable conduit in place for future use. Where it’s not possible to meet demand for on-site ULEV parking, we may seek a financial contribution towards providing a charging hub nearby. ULEV parking spaces should be signed and marked, which will require ongoing management and enforcement. 

We aim to create off-street charging hubs in key destinations such as town centres and on-route charging locations. We will support on-street chargers only where no other option is available locally. Charging points at public parking spaces, such as retail parks or workplaces, must be accessible to the general public and employees. Publicly available charging points should be registered with the National Charge-point Registry. 

DISABLED PARKING  

Any new development that includes off-street parking should have at least one parking space either designated as disabled, or of sufficient size to be used by a disabled person. Disabled parking should be clearly signed, and located according to potential users’ mobility restrictions.  

Disabled parking should allow drivers and passengers, either of whom may be disabled, to get in and out of the vehicle easily and safely, and encompass a wide range of mobility impairments. Spaces should also permit easy access to and from the side and rear of the vehicle and protect people from moving traffic. 

For full details, please refer to the Department for Transport’s ‘Inclusive Mobility’ guidance.  

Mobility Aids 

With the use of mobility aids such as scooters and large wheelchairs increasing, your plan should  make appropriate parking provision, including within communal parking areas. This should be as close to the buildings’ pedestrian access points as possible. 

Adaptive Bicycles 

5% of all cycle parking spaces to be designed for use by disabled cyclists. 

CYCLES AND MOTORCYCLES 

Cycles 

Providing secure, convenient cycle parking is essential to encourage people to cycle. It should be designed into a development at an early stage, before planning permission is granted. Facilities for showering, plus storage for clothing and helmets, will also be required in non-residential developments. 

Motorcycles 

Provision for motorcycle parking should be made at all new developments. It should be to the rear of footways only in exceptional circumstances, and not compromise pedestrian safety.