Highways Planning Guide

April 2004
This Highways Planning Guide is an informal document. It
has not been adopted by the Council and does not over-rule
the Unitary Development Plan or any other specifications.

The guide provides highway-related information for

developers submitting planning applications in Westminster.

Comments on the document will be appreciated and should

be submitted to an address shown in the Feedback form.

A separate Westminster guide entitled Design and Implementation of

Highway Schemes Associated with Development25 gives guidance on the
implementation of highway improvements.

Martin Low
Assistant Director of Transportation
CONTENTS
Page
1 INTRODUCTION 1
2 PRE-APPLICATION 1
3 SUBMISSION OF AN APPLICATION 2
3.1 Drawings 2
3.2 Supporting statement 3
3.3 Traffic information 3
3.4 Safety Audits 4
3.5 Crime reduction measures 5
4 DESIGN CRITERIA FOR THE DEVELOPMENT 5
4.1 Accessibility 5
4.2 Pedestrians 6
4.3 Cycle parking 6
4.4 Car parking 6
4.5 Servicing 8
5 DESIGN CRITERIA WITHIN THE HIGHWAY 8
5.1 Access to the highway 8
5.2 Drop-off facilities 9
5.3 On-street parking 9
5.4 Doors and building access 9
5.5 Vertical clearances 10
5.6 Tables and chairs 10
5.7 Temporary licences to use the highway 10
6 HIGHWAY IMPROVEMENTS 10
6.1 Footways 10
6.2 Cyclists 11
6.3 Street furniture and street clutter 11
6.4 Street lighting 12
6.5 Traffic calming 12
6.6 Planning conditions and obligations 12
7 APPENDICES 13
7.1 Transport assessment 13
7.2 On-site parking requirements 15
7.3 Garage dimensions 17
7.4 Parking bay dimensions and typical vehicle sizes 18
7.5 Plan of Strategic Routes 19
7.6 Access and visibility 20
7.7 Tables and chairs 21
7.8 Footways and cycleways 22
7.9 Vertical clearances 24
8 CONTACTS 25
8.1 Feedback form 27
9 REFERENCES 28
1 INTRODUCTION

This Guide is intended to provide assistance and information on highway matters relating to
planning applications in the City of Westminster.

Most residential or commercial developments will have some effect upon the types and volumes of
vehicles, pedestrians and other road users. They may create accesses, alter parking or have other
effects upon the existing highway network.

The objective of this Guide is:

· To encourage planning applicants to discuss their proposals with the Highways
Planning Team at the City of Westminster at an early stage to maximise the benefits
of the development and to minimise any abortive work
· To set out what should be provided with a Planning Application, so that the
Highways Planning Team at the City of Westminster may assess the application
promptly and without need to refer back to an applicant unnecessarily
· To set out the highway and traffic planning standards that are expected to be used
when making a planning submission
· To advise on procedures for highway improvements

2 PRE-APPLICATION

First contact should be with Development Planning Services (DPS) of the Planning and City
Development Department. DPS has three Area Teams covering the northern, central and southern
sections of the city and initial contact is normally by telephone or emailC1 or via the One Stop
Services Planning DeskC2. Thereafter, large or complex proposals will be required to submit
information in writing1. The Planning Case Officer will give initial comments and may recommend
discussions with other Council officers, including the Highways Planning TeamC3.

The Highways Planning Team of the Environment and Leisure Department provides advice on
highway related issues affecting a proposal. Early contact and discussion with the team is
recommended, so that their extensive knowledge of the highway network and their professional
experience can be used to resolve highway issues, so as to maximise the benefits of the development
and minimise any abortive work.

Contact by telephone or email may be all that is required for small or residential proposals. Large or
complex proposals may require someone to visit City Hall for a meeting, or series of meetings, with
preliminary scale drawings and photographs.

Although some information will have been submitted to DPS, please assist the Highways Planning
Team by having the following information ready-to-hand:
· Address of the development site
· Existing use of the site
· Proposed use of the site
· The floor area or an indication of the size of the development
· Access proposals
· Details relating to your highway concern

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3 SUBMISSION OF AN APPLICATION

A Planning Application Form is obtained and submitted to Development Planning Services directly,
or via the Council’s One Stop Services. The Form has requirements for certain information to be
submitted. However, additional information is often required for highway issues either at pre-
application or upon submission of an application.

The following information is provided to assist applicants with providing highways related
information. The extent of the documentation and the need to supply all parts will increase with the
complexity of the proposals.

3.1 Drawings

3.1.1 Site Location Plan

A Site Location Plan as submitted to DPS should also be provided to the Highways Planning Team.
The plan should normally:
· Be to a scale of 1:1250
· Be on an Ordnance Survey Map background
· Show the boundary of the site or show a property clearly marked by a bold symbol
· Have north at the top with a North Point marker

3.1.2 Site Layout Plan

A Site Layout Plan at street level and additional plans for basements and other floors with highway
implications are required and should:
· Be to a scale of 1:50, 1:100, 1:200 or 1:250 (1:250 is the smallest to provide sufficient detail)
· Show the street names along street frontages
The plans should show details of the existing and proposed works, including:
· Kerb lines
· Footways
· Projections onto and over the highway
· Access points and crossovers
· Vaults and the position of pavement lights or vents
· Car parking and cycle parking on-site
· Critical dimensions
Depending upon the nature of the development, they may also need to show:
· Stopping-up or dedication of highway
· Road markings, including bus stops and parking restrictions with any proposed alterations
· Loading facilities (including internal service routes) with any proposed alterations
· Visitor setting down/pick up points
· Cycle parking on-street
· Motor cycle parking on-street
· Visibility splays
· Critical vehicle swept paths at junctions, bends and turning positions
· Street lighting, traffic signs, bus shelters, street furniture and trees
· Existing highway drainage systems with any proposed alterations

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All plans must reflect the full extent of the proposals and be accurate. For complex developments,
it may be necessary to assist the reader by splitting information onto separate drawings. Ordnance
Survey mapping can be unsuitable for detailed plans and will require all critical dimensions to be
verified on site and clearly dimensioned on all plans prior to submission.

3.1.3 Longitudinal and Cross Sections

Longitudinal and Cross Sections are required at all pedestrian and vehicular thresholds between the
road and the site. Additional sections are required for the full length of all accesses to underground
or on-site parking and for the full extent of any part of the building over or under the highway.
They should:
· Be of a consistent scale to the plans (1:50, 1:100, 1:200 or 1:250)
· Show ramps and gradients
· Show vaults and basements under the highway

3.2 Supporting statement

A supporting statement is necessary with the highways assessment. It should include information
on:
· Adjacent sites controlled by the applicant
· Highway boundaries and any stopping-up or dedication proposed or required
· Existing and proposed land uses with their floor areas
· Compliance with the Council’s cycle parking requirements and how the location maximises
convenience and security for users
· Compliance with the Council’s car parking requirements
· Provisions for unloading, loading, refuse collection,
setting-down and picking-up points
· Impact of traffic changes on noise and nuisance,
particularly to nearby residences
· The Access Strategy and Statement
· Photographs showing highway features relevant to the site

3.3 Traffic information

3.3.1 General Traffic Information

General Traffic Information is required for all developments on any changes to:
· Traffic generation for all forms of vehicles and pedestrians
· Congestion and capacity
· Loading and delivery requirements
· Parking on-site and on-street for vehicles and cycles
· Provision for public transport, cyclists and pedestrians
· Access for disabled people

3.3.2 Detailed Transport Assessment

A detailed Transport Assessment, involving traffic surveys and covering a range of transport
conditions and predictions is required for developments exceeding the sizes specified in Appendix
7.1). A less detailed Transport Assessment is often requested for smaller developments, including

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residential developments as low as 20 units. It may only need to cover a limited number of issues,
such as access, parking and effects on the local environment.

Applicants should discuss the need to supply a Transport Assessment with the Highways Planning
Team at an early stage. Agreement will be required on the scope of the assessment, as detailed in
Appendix 7.1, and the most appropriate times and methods for collecting transport data.

3.3.3 Travel Plan

A Travel Plan is a general term for a package of measures tailored to the needs of individual sites
and aimed at promoting greener, cleaner travel choices and reducing reliance on the car. It involves
the development of a set of mechanisms, initiatives and targets that together can enable your
organisation to reduce the impact of travel2 and transport on the environment, whilst also bringing a
number of other benefits to your organisation as an employer and to staff.

The Travel Plan tries to promote development that supports more sustainable travel choices and
reduces the need to travel. The plan may involve physical or behavioural measures for:
· Reducing car usage – particularly single occupancy journeys
and increasing the use of public transport, walking and cycling
· Reducing traffic speeds – to improve road safety, particularly
for pedestrians and cyclists
· Environmentally friendly freight movements – particularly
home delivery services and water based transport

The City Council will seldom require a Travel Plan because the
majority of developments are too small to warrant a plan, or the
developer is entirely separate from the eventual employer, and at the
time of application details of future employees are not known.
However, a Travel Plan may be required for any planning applications
likely to have significant transport implications, including most
educational establishments. These Travel Plans should be capable of
answering most highway related objections received to the application.

3.3.4 Assessment of the traffic information

Assessment of the traffic information by the Highways Planning Team, will be in accordance with
the Pre-Inquiry Unitary Development Plan3 Policy Trans 14, and recommendations could include:

· The impacts of the development are acceptable in transport terms

· The development would become acceptable if scaled down to reduce the impacts
· Servicing facilities need to be improved
· Car or cycle parking provision needs to be altered
· Insufficient consideration was given to the requirements of disabled people
· Highway improvements (including pedestrian and cycle facilities) are essential or desirable as
a result of the development
· New or improved public or community transport is desirable to improve the modal split
· The proposed development is unacceptable in terms of its impact on the highway network

3.4 Safety Audits

A Safety Audit4 may be required for a development that alters the layout or use of the highway and
is considered to change the risk of accidents. It is a formal and systematic appraisal to eliminate

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potential highway hazards and to ensure that the highway is as safe as possible for all users. It can
assist in identifying the best solution where there are options, including the most attractive
pedestrian or cycle routes and the safest position for a proposed point of access.

A Stage 1 Preliminary Design Safety Audit should occur as early as possible because it may require a
change in the design concept and may be requested as part of the Planning Application. A Stage 2
Detailed Design Safety Audit and a Stage 3 After Construction Safety Audit will be undertaken later.
The audit should be carried out by an individual who is independent of the design team and should
generally follow the Guidelines for the Safety Audit of Highways5.

3.5 Crime reduction measures

All development must actively seek to reduce crime and the fear of crime in accordance with the
Crime and Disorder Act 19986 and as recommended in Designing out crime in Westminster, A guide to
planning an attractive and safe environment7.

Recesses at the edge of the highway should be avoided and all areas should have natural surveillance
by residents and visitors, with overlooking of communal areas, including footways, accesses and car
parking, to provide a deterrent to the opportunist criminal, anti-social behaviour and vagrancy.
Advice should be obtained as early as possible from the City Council’s Crime Prevention Design
AdviserC4.

Street lighting should have ‘white light’ to highlight hazards and avoid the creation of shadows
which may promote criminal activity. Advice can be obtained from the City Council’s Street
Lighting ManagerC5.

Closed Circuit Television (CCTV)8 may be desirable and the supplementing or upgrading of the
existing Westminster CCTV system may be requested. Advice can be obtained from the City
Council’s Crime & Disorder Reduction / CCTV TeamC6.

4 DESIGN CRITERIA ON THE DEVELOPMENT SITE

4.1 Accessibility

An accessible environment must provide for everyone. Useful dimensions are available in the Metric
handbook, Planning and design data9.

To meet central government criteria, in Planning and Access for Disabled People – A Good Practice Guide10,
disabled access must be considered at the
conception of the design.
Means of access for disabled people must be within
a development and must have no impact,
temporary or permanent, on the highway.

Ramps should conform to BS 830011 or Part M of the

Building Regulations 200412 and should not be steeper
than 1:20, with no ramp section longer than 10
metres or rising more than 500 mm. Assistance can
be obtained from Westminster’s Access OfficerC7.

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4.2 Pedestrians

Pedestrian needs must be met in accordance with the Pre-Inquiry Unitary Development Plan3 Policy Trans
3, with particular regard to:
· Adequate width to cater for existing or proposed pedestrian flows, as Appendix 7.8.
· Ease of movement for people with a mobility or sensory impairment
· Safe and attractive routes and road crossings
· Minimising journey times by providing the most convenient and direct routes that follow
desire lines, including the provision of public walkways and cycle routes.

4.3 Cycle parking

All developments are required, by the Pre-Inquiry Unitary Development Plan3 Policies Trans 10 and 11, to
provide on-site cycle parking in accordance with Appendix 7.2.

Staff bays should be secure and the

development should make provision
for showering and changing facilities.
Lockers should be provided where
appropriate.

Visitors bays should be accessible.

Developers of retail units and other
non-residential uses may be requested
to provide cycle parking bays or a
contribution towards bays on-street
for general visitor use in a shopping
or business areaC8.

Cycle parking stands should not

obstruct the footway. A tapper rail
should be installed on the stand at the
ends of rows and on isolated stands to
aid the visually impaired and to
provide space for parking signs.
Details of a Sheffield standard design are shown in Appendix 7.8.

4.4 Car parking

4.4.1 Residential car parking

· Applicants are expected to meet the car parking needs of a development within the curtilage
of the development. The maximum parking standard, as shown in Appendix 7.2, for
residential development, should not be exceeded. However, developers are encouraged to
provide off-street parking to the maximum limit because the on-street resident’s parking
scheme is heavily over-subscribed throughout the city.
· Any developer who wishes to provide less than one parking bay per residential unit must
provide supporting documentation to demonstrate that its parking demand will not create
on-street parking problems. The minimum sizes for residential garages are shown in
Appendix 7.3 and parking bays are shown in Appendix 7.4.

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 · The parking layout should provide accessible bays for disabled users, designed and marked
up to conform to the Inclusive Mobility13 guide for at least 10% of both the market and
affordable units to cater for long term needs in accordance with Pre-Inquiry Unitary Development
Plan3 Policy H9. Pedestrian access must cater for disabled users.
· Where the parking demand cannot be met on-site and may create an on-street parking
demand in excess of 80% of bays available to residents, as specified in the Pre-Inquiry Unitary
Development Plan3 Policy TRANS 23, the development will be resisted unless the potential
impact of cars being parked on street is mitigated.
· Access to the road for front garden14 or forecourt parking will be resisted, in accordance
with Pre-Inquiry Unitary Development Plan3 Policy TRANS 26, especially where it involves the
loss of existing on-street parking.

4.4.2 Non-residential car parking

· No parking will be permitted for shop customers in accordance with Pre-Inquiry Unitary
Development Plan3 Policies TRANS 22(A) and SS12(C).
· At least one bay should be provided for disabled badge-holders. At least 20% of any parking
spaces should be designed and accessible for disabled users in accordance with Pre-Inquiry
Unitary Development Plan3 Policy TRANS 21(E). Pedestrian access must cater for disabled
users.
· Parking for staff or visitors, other than for disabled people, is not required but may be
provided up to the maximum levels in the Pre-Inquiry Unitary Development Plan3, Appendix 4.2
as shown in Appendix 7.2.
· Private forecourt parking will be resisted in accordance with Pre-Inquiry Unitary Development
Plan3 Policy TRANS 26.

4.4.3 Parking garages

Vehicles entering and exiting a parking garage15 must not interfere with the use of the highway and
the following are some of the main issues of concern:
· Footway crossover width should be minimised for pedestrian safety and accesses wider
than 7.3 metres must be split in two. See Appendix 7.6.
· Visibility is required for pedestrians on the footway as well as to the carriageway.
· Ramps should be no steeper than 1:20 for 5.0 metres (minimum 3.0 metres) prior to
entering the highway, as shown in Appendix 7.3.
· The maximum ramp gradient should be 1:10, although 1:8 is acceptable for small
buildings and 1:7 for a level difference not exceeding 1.5 metres. A transition is required
for all ramps steeper than 1:10, as shown in Appendix 7.3.
· Ramp widths must meet the minimum values in Appendix 7.3.
· A 5.0 metres long waiting area must be provided on-site for any one-way ramp or access
control. A longer length may be required to accommodate any queues and to prevent
any waiting on-street or reversing into the street.
· The ramp, lift or signal controls must be designed for the capacity of the garage.
· Turntables are acceptable for access to difficult spaces.

4.4.4 Car stacking systems

All spaces within car stacking systems must be independent, so that a vehicle does not have to be
moved to permit the storage of another vehicle, except where there is long-term valet-operated
parking. Proposals for car stacking systems must consider any need to provide space for
motorcycles and address access problems for disabled users.

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4.5 Servicing

Deliveries16 and refuse collection17 should be on-site with adequate storage and space for parking
and manoeuvring of vehicles within the site. However, vehicular access onto a site is often not
possible because the site is too small or the site is an existing building that cannot realistically be
altered.

Where servicing occurs from the road, the Transport Assessment must show that the road can
accommodate the activity without interference to through-traffic and pedestrians. For safety, it is
essential to minimise any need for vehicles to reverse within the highway. On-street lay-bys are not
normally permitted because they tend to become obstructed with parked vehicles and they may
narrow the footway creating problems for pedestrians.

5 DESIGN CRITERIA WITHIN THE HIGHWAY

5.1 Access to the highway

5.1.1 Strategic Routes

· Transport for London Road Network - the main signed traffic routes on which through
traffic should travel and where the priority will be the movement of people and goods. They
are normally identifiable through the Priority (Red) Route controls.
· London Distributor Roads - routes which provide links, between the Transport for London
Road Network, and distribute traffic to neighbouring boroughs. They are, in general, either
signed local routes, bus routes or routes carrying relatively large amounts of traffic.

A plan of the Strategic Routes is shown in Appendix 7.5.

Applicants should have discussions with Transport for LondonC9 at an early stage, where vehicular
or pedestrian access to the development is required from the Transport for London Road Network.
Transport for London has, however, a wider interest in planning applications because the Mayor of
London can direct refusal on grounds, including transport issues, in relation to the Mayor of
London’s Transport Strategy and The London Plan18. Discussions with Transport for London are,
therefore, essential when the development may have an effect upon the Transport for London Road
Network, for which Transport for London is the highway and traffic authority, or affect the bus,
tube and tram systems.

Access to strategic routes will not normally be permitted, in accordance with the Pre-Inquiry Unitary
Development Plan3 Policy TRANS 16, but where permitted a high level of design will be required and
accesses may need signing or traffic signals.

5.1.2 Non-strategic routes

· Local Distributor Roads - routes that distribute traffic to neighbouring boroughs and within
the city. They are in general either signed local routes, bus routes or routes carrying relatively
large amounts of traffic
· Local Roads - routes which distribute local traffic and provide access to residential and local
centres. Local Roads are also used by cyclists on longer journeys. The priority on these
roads will be people over traffic.

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Accesses, except for front garden or
forecourt parking as stated in sections 4.4.1
and 4.4.2, will normally be permitted
provided they do not conflict with existing
road features, such as junctions, other
accesses, roundabouts, pedestrian crossings
and trees. The applicant may be required to
provide vehicle swept-path drawings to
demonstrate that the proposed access can
safely accommodate all vehicles expected to
use the site. Accesses should cause the least
possible interference with the footway and
level adjustments should occur within the
site. Visibility at the access should be
provided for vehicles, pedestrians and other
road users, as shown in Appendix 7.6.

An access will normally be:

· Vehicular crossover - Maintains a continuous footway across the access.
Suits low usage such as:
- Small or minor residential development
· Junction - A new side road interrupting the footway. It is likely to be required at accesses
permitted on strategic routes and in other particular circumstances.
May be required for:
- Residential developments exceeding 30 bedrooms
- Commercial development that attracts more than 100 motor vehicle trips (movements
which would otherwise cross a footway) by cars and motorcycles per day
- Commercial development served by Heavy Goods Vehicles

5.2 Drop-off facilities

Any requirement for a setting-down or pick-up point must ensure that public transport provision,
particularly bus stops, is not compromised and must consider the implications upon on-street
parking.

5.3 On-street parking

The Council will strongly resist the loss of on-street parking provision because of the residential and
commercial demand. Any on-street parking that conflicts with the development should, if possible,
be relocated or replaced.

5.4 Doors and building access

Doors will not be allowed to open onto and obstruct any part of the public highway19as the door
would present a potential hazard to pedestrians. In rare cases for existing buildings, outward
opening doors may be permitted for security or safety at public buildings or for domestic Mews
garages where the doors can only be opened from the highway side.

Requests for openings to cellars or vaults from the footway or the construction of grilles within
footways or the narrowing of the footway for light wells will not be permitted.

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Ramps must be accommodated on the applicant’s site, in accordance with the Pre-Inquiry Unitary
Development Plan3 Policy TRANS 27. No alteration to the footway will normally be accepted.

Lifts for the disabled people or for deliveries must be accommodated on the applicant’s site and not
present any hazard to users of the highway and particularly the visually impaired.

5.5 Vertical clearances

The minimum clearance for new construction over, or within one metre, of a road is 5.3 metres.
Over the rest of a footway the minimum clearance is 2.6 metres, for which a licence is requiredC10,
except for blinds C11 as shown in Appendix 7.9.

The minimum clearances for vaults under the highway are shown in Appendix 7.9. Vaults require
Planning Permission and a Highways Consent16 C10.

5.6 Tables and chairs

Tables and chairs placed on the highway must
not obstruct the free flow of pedestrian traffic
and they require Planning Permission and a
Street Trading Licence. A plan indicating the
area to be licensed and the number, size and
layout of tables and chairs, and any other items
to be placed on the highway must be supplied.
Guidance on table spacing is given in Appendix
7.7 and reference should be made to the
Westminster guide, The placing of tables and chairs
on the highway20.

Planning permission for tables and chairs

normally requires all items to be removed from
the highway outside the permitted hours.
Planters, tubs and advertisements, e.g. “A” boards, are not normally permitted.

5.7 Temporary licences to use the highway

Temporary structures, scaffolding, skips and any other partial obstruction of the highway or
footway, associated with building construction, will require a licenceC11.

6 HIGHWAY IMPROVEMENTS

Road design information is contained in Residential Roads and Footpaths, Layout considerations21 but
detailed advice is provided below for Westminster.

6.1 Footways

To allow for the free flow of pedestrians, the Council has requirements for footways as shown in
Appendix 7.8. For safety and access reasons, a double row of kerbing, one stepped above the other
to gain height, will not be permitted.

At some time all people have constraints on their mobility, whether this arises from a permanent or
temporary impairment, a pushchair or heavy shopping bags, and will benefit from measures such as

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dropped kerbs or raised crossings. The Council has a programme to install dropped kerbs and
tactile paving, but will keep the use of tactile paving to those sites where it is essential.

The Council will request footway improvements from a developer. Occasionally this involves
providing or completing a footway, but normally involves repaving.

Repaving in isolated sections is visually undesirable and any request for repaving will seek to identify
a natural limit as close as possible to the site. Natural limits include a junction, major vehicle access
or other feature that would mask a change in footway quality. The quality of materials is covered by
the Council’s publication The Westminster Way22.

6.2 Cyclists
London local authorities and Transport for London have identified a network of cycle routes known
as the London Cycle Network Plus. All development is expected to maintain and, wherever
possible, enhance the existing cycle network to provide continuity of routes. Cycleways may be on
the road, shared with pedestrians or preferably segregated as shown in Appendix 7.8. More
information is available in the London Cycle Network Design Manual23.

Development is expected to provide cycle parking on-site, as section 4.3, but for non-residential
functions, such as retail, that have numerous visitors, cycle parking must be easily accessible. This
can often only be provided on-street. Where there is inadequate local space, cycle parking may be
needed to be positioned at a distance from the development and may even require the Council to
accept a cash contribution towards the general provision of on-street cycle parking.

6.3 Street furniture and street clutter

All street furniture will need to comply with any distinct style of street furniture, including lighting
columns, seats, bus shelters, litter bins and cycle parking stands that is required in different areas.
Consideration must be given to the good practice in street management and design contained in the
City of Westminster guide, The Westminster Way19. Advice on anti-flyposting treatment may also be
obtained from the Council’s Anti Graffiti and Fly-Posting UnitC13.

The Council has a policy of reducing street clutter, which includes minimising the use of bollards,
barriers and signage poles. A developer will be asked to consolidate the position of street furniture
and signage to improve the visual environment and to minimise interference with pedestrians and
disabled people.

Each development should give consideration to the need for

street nameplates and property identification to assist emergency
services and those visiting the premises. This is particularly
important where historical naming and numbering of streets
might create confusion. The designer needs to consult
Development Planning ServicesC1 for advice on the most
appropriate location for street name plates and the location for
property name and number. The procedure for varying numbers
is undertaken when the development is being implementedC14.

To minimise clutter, consideration should be given to the

following being installed on buildings:
· Standard City of Westminster street nameplates
· Street lighting units
· CCTV cameras

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6.4 Street lighting

A developer will be required to improve the standard of lighting in the vicinity of the development
to a level appropriate for the proposed development or to meet current national and Westminster
City Council standards.

Much of the City is a conservation area and guidance to the correct style of equipment to be
considered is provided in a planning guide, The Westminster Way19. It should be noted that existing
Gas Lamps shall generally be retained. The City is keen to keep the footways clear and promote the
use of building mounted street lighting wherever practicable with appropriate wayleaves to be
agreed.

During the works period the developer shall ensure that the lighting levels in the highway are not
less than existed prior to commencement and any temporary installations will be appropriately
maintained.

For advice and further guidance on appropriate lighting please contact the City Council’s Street
Lighting ManagerC5.

6.5 Traffic Calming

Westminster City Council will not normally seek traffic calming measures to mitigate the effects of a
development, but accepts that there may be occasions when applicants will wish to see them
considered. These will usually be on road safety grounds and where very careful consideration has
been given to the needs of emergency services.

6.6 Planning conditions and obligations

Where a developer agrees to do highway improvements, the Council encourages the developer to
design and construct the “Improvement Works”. Alternatively the design or implementation of the
works can be arranged by the City Council.

Control of the highway improvements may be by:

· Planning Condition
A Planning Condition in the Planning Permission may be suitable for minor or well defined
works. A restrictive “Grampian” condition normally prohibits use of the development until the
required works are complete.
· Planning obligations under section 106, Town & Country Planning Act 199024
Highway or environmental works for a development are normally agreed, between the developer
and the highway authority, through a planning obligation under a section 106 agreement or
undertaking. To determine the cost of the works a developer will need to pay for advance
design works.

Guidance on the implementation of highway improvements is given in the Westminster guide,

Design and Implementation of Highway Schemes Associated with Development25.

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7 APPENDICES
Appendix 7.1 Transport Assessment
A detailed Transport Assessment, involving traffic surveys and covering a range of transport conditions and
predictions is required for developments that could be expected to generate at least one of the following
levels of pedestrian or vehicular traffic:
A – more than 1,000 one-way person trips per day, or
B – more than 500 vehicle movements per day, or
C – more that 100 person trips during the peak hour, or
D – more that 100 vehicle movements in any single hour, or
E – more than 20 heavy goods vehicle (over 7 ½ tonnes) movements per day, or
F – any heavy goods vehicle movements between midnight and 6am
As a guide, these levels of traffic could be expected from developments of the following sizes:
Land Use Threshold Criteria
A1: Retail 2,000 m2 GFA A or B or C
A3: Pubs/Restaurants 500m2 GFA A
B1/A2: Office 2,500m2 GFA C
B2-7: Industry 4,000 m2 GFA E
B8: Storage/Distribution 4,000 m2 GFA E
C1: Hotel 100 bedrooms or any with A
conference facilities
C3: Dwellings 200 units A or B
D2: Entertainment > 200 person capacity A
* GFA = Gross Floor Area (From UDP Appendix 4.1)
A Transport Assessment should include the following information:
1. Description of development
a) Detailed site plan (min.1:1250) Always required
b) Schedule of floor areas of existing uses Always required
c) Schedule of floor areas of proposed uses Always required
2. Description of base networks
a) Plan showing relationship of site to the surrounding road, Study area and base networks to
public transport, pedestrian and cycle networks be agreed with the Council
b) Information on traffic flows, accident records, on-street Not normally required where
parking conditions; identification of any critical links and only criteria A or C met
junctions
Normally required where only
c) Information on frequency, reliability and capacity of public criteria A or C met
transport facilities within the study area
3. Trip generation
a) Number of person trips generated, categorised by mode of Always required
transport and time of day
b) Number and size of vehicles required to service the
Always required
building and location of servicing facilities
4. Vehicular access & circulation
a) Analysis of junction design for access and egress, using Always required where a new
appropriate computer modelling packages if necessary access is provided or where an
existing access will be more
intensively used

13
 b) Describe the arrangements for servicing and for providing Always required
access for emergency vehicles
c) Describe the number, allocation and design of on-site Always required
parking and compare this with Council standards
d) Describe any loss of current on-street parking facilities (e.g. Always required
because of the need to provide a footway crossover, taxi
facilities, etc.)
5. Pedestrians and cyclists
a) Assess the capacity and safety of exiting pedestrian and cycle Always required
facilities and describe how they are affected by the
development
b) Describe the number, allocation and design of on-site cycle Always required
parking and compare this with Council standards
c) Describe design features on or outside the site to assist Always required
pedestrians and cyclists, such as the provision of additional
street nameplates and improvements to footways, street
lighting, cycle parking and CCTV cameras
6. Public transport
a) Evaluate the accessibility of the site by public transport Always required
b) Identify Railway and underground stations, lines and bus Only normally required where
services that will be significantly affected by the criteria A or C met
development. Evaluate and quantify impact of additional
demand on capacity
7. Road network
a) Identify junctions and links that will be affected by Only normally required where
development traffic. Quantify and evaluate the reserve criteria A or C met
capacity, queues and delays at critical junctions
Only required where physical
b) Carry out a Safety Audit
changes to the public highway
are proposed
8. People with mobility difficulties
a) Identify measures to make the site accessible for people with Always required
mobility difficulties, including access for community
transport services and designated car parking
9. Environmental impact
a) The impact of generated traffic on air pollution, vibration Only normally required where
and noise criteria A or C met
10. Parking
a) Justify the level of parking provision as part of the Required where any parking
application provision is proposed
11. Conclusions and recommendations
a) Summary of transport impacts Always required
b) Details of remedial measures proposed to alleviate any Always required
identified problems or evidence that no remedial measures
are necessary

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Appendix 7.2 On-site parking requirements

7.2.1 Vehicle parking

The table below details the City Council’s requirements:

Offices, Shops, Maximum of 1 space per 1,500 sq.m. gross floor space for staff,
Industry and visitors and servicing (but not shop customers) to include one
Warehousing adequately proportioned and positioned space for staff and visitors
with disabilities per 6,000 sq.m. gross floor space.

Parking for shop customers will not normally be permitted.

Hotels and related Car parking facilities will not normally be required. All developments
activities within will however be required to assess and meet expected demand for
hotel developments parking and servicing from coaches, mini-buses and people with
disabilities.

Entertainment and Car parking facilities will not normally be required. All developments
Leisure uses will however be required to assess and meet expected demand for
parking and servicing from coaches, mini-buses and people with
disabilities.

Hospitals and On the merits of each case, but any parking space necessary for people
Medical Centres with disabilities, medical staff who have a demonstrable emergency
commitment and emergency vehicles will be provided off-street.

Other non- On the merits of each case.

residential uses

Residential A maximum of:

development (a) 1.0 off-street parking space per residential unit of two
bedrooms or less.
(b) 1.5 off-street parking spaces per residential unit of three
bedrooms or more.

Special Needs 1.0 space per 10 residential units, but this may be varied to suit
Housing particular cases.
1.0 space per dwelling may be required for housing for people with
disabilities.

15
7.2.2 Cycle parking
The table below details the City Council’s requirements:
Places of work B1/A2 Business Offices. Services 1 space per 125m2 min. 2 spaces

B1 Light Industrial 1 space per 250m2 min. 2 spaces

B2–B7 General Industrial 1 space per 500m2 min. 2 spaces

B8 Warehouses 1 space per 500m2 min. 2 spaces

Shopping A1 Food Retail Out of town 1 space per 350m2
Town Centre /Local Shopping
Centre 1 space per 125m2

A1 Non- Food Retail Out of town 1 space per 500m2

min. 4 spaces
Town Centre/Local Shopping
Centre 1 space per 300m2

A1 Garden Centre 1 space per 300m2 min. 2 spaces

Educational D1 Primary Schools 1 space per 10 staff

D1 Secondary Schools 1 space per 10 staff/students

D1 Universities/Colleges 1 space per 8 staff/students

Entertainment A3 Pubs, Wine Bars 1 space per 100m2 min. 2 spaces

A3 Fast Food Take Away 1 space per 50m2 min. 2 spaces

A3 Restaurants/Cafes 1 space per 20 seats min. 2 spaces

D2 Theatres/Cinemas 1 space per 50 seats min 2 spaces

D2 Leisure, Sports Centres 1 space per 10 staff plus 1 space

Swimming Pools per 20 peak period visitors
Housing C2 Student Accommodation 1 space per 20 students

C3 Flats 1 space per unit

Community D1 Doctor/Dental Surgeries, 1 space per 5 staff plus 1 space per
Health Centres and Clinics 5 staff for visitors

D1 Libraries 1 space per 10 staff plus 1 space

per 10 staff for visitors

C2 Hospitals 1 space per 5 staff plus 1 space per

10 staff for visitors
Transport Bus/Rail Stations Meet local demand

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Appendix 7.3 Garage dimensions

7.3.1 Domestic garages

2.8m 5.0m 3.5m

4.9m

4.9m
mimimum typical double disabled

4.9m
single

2.3m 4.2m 2.8m

Larger garages should be supplied to allow for cycles, refuse and other storage

7.3.2 Communal garages

One-way ramps are only suitable
for low traffic volumes
Where the
number of
May require
parking bays
5.0m (3.0m) 3.0m (2.0m) transition
exceeds
10 Signal control
40 Two-way ramp
0.3m
4.8m

3.0m
road

m
0 .6

5m
3 .6
barrier or m
0 .3
traffic signal
footway

Radius to outer kerb 12.0m(7.5m)à

access queue

1.0 X 1.0 m
visibility splay

garage
Note: Dimensions are shown as desirable (and minimum)

3.0m (2.0m) transition 3.0m (2.0m) transition

5.0m (3.0m)
barrier

1:20 1:20 1:10 1:10 (1:7) 1:10

road footway garage

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Appendix 7.4 Parking bay dimensions and typical vehicle sizes

7.4.1 Car parking bay layout

2.4m

4.8m
2.4m

6.0m

4.5m
3.5m
6.0m

1.8m

0.6m 4.8m

7.4.2 Car parking bay sizes

1.2m 1.2m
TRANSFER ZONE

TRANSFER ZONE
4.8m 4.8m

2.4m 3.6m 6.0m

standard single disabled double disabled

(non disabled)

7.4.3 Typical vehicle sizes

Turning radius
Vehicle Length Width Rear overhang
- kerb to kerb
(Vehicle used for typical size) (metres) (metres) (metres)
(metres)
Medium Car 4.4 1.7 5.1 0.9
(Volvo 440)
3.5 Ton Panel Van 5.4 2.0 5.9 1.5
(large wheelbase Ford Transit)
7.5 Ton Box Van 8.0 2.1 7.4 2.6
(Man 8.150)
Refuse Vehicle 9.9 2.5 9.5 3.5
(Phoenix 23)

18
Appendix 7.5 Plan of Strategic Routes

19
Appendix 7.6 Access and visibility

Footway crossover widths

Maximum width
Footway crossover purpose
at back of footway (metres)
Individual garage or parking spaces 3.0
Grouped parking places 4.8
Large vehicle in housing 5.5
Individual site 7.3
Industrial premises 11.5
(Split in two by a 1.5m pedestrian refuge)
No access should be within 15 metres of the nearest edge of a side road

20
Appendix 7.7 Tables and chairs

21
Appendix 7.8 Footways and cycleways

7.8.1 Footway widths

4.3m
3.3m
0.9m (0.76m) 2.0m
1.8m

kerb line
lamp column etc.
WCC minimum wheelchair subways schools and
(two-way use) bus stops

Note: dimensions shown are desirable (and minimum)

7.8.2 Cycleways

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7.8.3 Sheffield cycle parking stand

Design and layouts are as recommended in the London Cycle Network Design Manual20

23
Appendix 7.9 Vertical clearances

7.9.1 Structures overhanging the highway

(5.1m)
5.3m
column
2.6m

arcade
footway
kerb

Carriageway
1.8m 1.0m
Minimum footway
Dimensions are shown as desirable minimum (and absolute minimum)
For more information on shopfronts see Shopfronts, Blinds and Signs, A Guide to their Design26

7.9.2 Underground vaults

ß 1800 mm Max. à

24