Professional Documents
Culture Documents
Bus
3.0m
Lorry
3.0m
1.6m
2.4m
3.25m
2.0m
Cycle
4.2m
Technical Sheet
Car 2.0m
1.0m
TECHNICAL SHEET
Industrial & Commercial Roads
Vehicular Access and Layout
Individual direct access will not normally be allowed off
a motorway or other main (Class A or B) roads. Access
arrangements should be planned in conjunction with
adjoining sites and where feasible, connected to existing
major junctions.
In designing accesses for industrial and commercial
development the following requirements should be met:
Access for all road users should be in a safe location
Adequate visibility splays should be provided
Adequate vehicular turning radii should be achieved
keep clear
between 0.6
and 2.0m.
Visibility
Traffic Speed
Y Dimension
50 Km/hour
70m
60 Km/hour
90m
70 Km/hour
120m
85 Km/hour
160m
verge width
x
Y
The eye level of drivers can vary from 1.05 metres above
the carriageway in a standard car to approximately 2.0
metres in commercial vehicles. Unobstructed visibility should
be provided at least between these heights above the
carriageway.
To enable drivers emerging from a non-priority road to see
and be seen by drivers on a priority road unobstructed
visibility is needed within the shaded area illustrated opposite.
TECHNICAL SHEET
Industrial & Commercial Roads
For industrial roads where traffic flows are likely to be low, a
distance of 4.5 metres is the minimum X dimension necessary
to enable a driver to see down the priority road without
encroaching onto it.
Where the non priority road is likely to be busy (e.g. where it
serves as the main connection between a Main, Class A or B,
Road and an industrial estate development) an X distance of
9 metres may be required to allow following vehicles to see
down the priority road whilst slowly moving up to the junction
point, thus allowing two or more vehicles to exit in a stream.
Internal Roads
Kerb Radii
S
Use landscaping to reduce the
visual impact of large areas of
car parking
TECHNICAL SHEET
Industrial & Commercial Roads
4.5m
kerb
6m kerb radii
6m kerb radii
radii
4.5m
kerb
radii
Car
Light Van
Coach
(60 seats)
Rigid
Articulated
3.8 x 1.7
5.0 x 2.0
Up to
6.0 x 2.6
Up to
12.0 x 3.0
Up to 11.0
x 3.0
Up to
15.5 x 3.0
Recommended Dimensions of
Parking Space (metres)
5.0 x 2.5
5.5 x 3.0
14.0 x 3.5
14.0 x 3.5
18.5 x 3.5
20 to 25
20 to 30
100 to 150
100 to 150
150 to 200
TECHNICAL SHEET
Industrial & Commercial Roads
Parking areas and cars should not be the dominant visual
elements of the site. Large expansive paved areas located
between the street and the building are to be avoided
in favour of smaller multiple parking areas separated by
landscaping and buildings.
Parking areas adjacent to and visible from public streets
should be adequately screened from view through the use
of rolling earth berms, low screen walls, changes in elevation,
landscaping or combinations thereof whenever possible.
In order to enhance security through natural surveillance,
all parking spaces should be visible from the interior of the
adjoining buildings, especially entrances.
Loading Facilities
An important design challenge is the need to cater for the
loading, parking and manoeuvring of light and large goods
vehicles likely to visit an industrial area.
The operational requirement for service and delivery on-site
parking varies considerably according to type of industrial
activity. Typically, a turning head for heavy goods vehicles
requires a large area of land, between 800 and 1200 square
metres.
Generally, service and delivery vehicle turning facilities will be
required within individual plots.
The shape of industrial plots can impact upon the ability to
accommodate large goods vehicles. Deep and narrow plots
are more likely to cause problems for on-site servicing than
those that are roughly square. It is difficult to provide on-site
turning space for articulated vehicles where the narrowest
plot dimension is below 20 metres (Designing for deliveries:
an FTA guide for planners, Freight Transport Association,
1983).
TECHNICAL SHEET
Bus
3.0m
Lorry
3.0m
1.6m
2.4m
3.25m
2.0m
Cycle
4.2m
Car 2.0m
1.0m
Public Transport
Sustainable development policies aimed to persuade people
to leave their cars at home need to be balanced by the
promotion of attractive alternatives. In all but the smallest
industrial and commercial developments, provision should be
made for public service and company worker bus provision.
Public Transport Stops:
Major industrial and commercial developments should
be designed to take advantage of public transport
opportunities. Development edges along lcoal access roads
and accessways should provide bus stops, including laybys
for bus stops. Public transport stops should be located where
they are available to as many people as possible, especially
in connection with principal pedestrian routes. Developments
which do not allow for public transport facilities and use
should be avoided.
TECHNICAL SHEET
Industrial & Commercial Roads
1.2 -1.35m
1.15 - 1.25m
0.8 - 0.9m
Pedestrian Circulation
Provision for pedestrians and walking is too often ignored or
forgotten. In industrial areas and within commercial sites the
way that people get around on foot should never be left
to chance. Initial site development design should consider
pedestrian circulation patterns in equal importance to that
of the vehicle and building arrangement. In providing for
people on foot the key considerations are:
The provision of good quality footways:
People prefer to walk along streets where they can be
seen by drivers, adjoining building occupiers and other
pedestrians
If segregated footpaths are provided, they need to be
well-connected, safe and well lit and overlooked by
businesses and other buildings.
0.9 - 1.0m
0.6 - 0.75m
TECHNICAL SHEET
Industrial & Commercial Roads
1 car parking space per residential unit plus 1 additional visitors space per 5 residential units
Visitors spaces should remain unassigned (i.e. not limited to a particular residential unit and
remain available for all visitors)and be located conveniently close to associated residential
units.
Hotel and Guest House
1 car parking space for every 3 bedrooms. Where conference or function facilities are
provided, additional car spaces shall be provided at the rate of 1 space for 15m2 of
conference or function space. A hotel dining room (or dining rooms) shall be provided with
additional car spaces at the rate of 1 space for each 30m2 of dining space.
Offices
1 car parking space per 60m2 gross floor area.
Banks
1 car parking space per 75m2 gross floor space for staff and 1 car parking space per 25m2
public floor area for customers
Shops
1 car parking space per 30m2 gross floor area (subject to a minimum of 1 space/shop unit)
Supermarkets
1 car parking space per 18m2 gross floor area.
Restaurants, Cafeterias, Eating Houses
1car parking space per 8m2 dining area.
Bars
1 car parking space per 6m2 of the predominant drinking area.
Discotheques
1 car parking space per 8m2 public floor area
Industry
1 space per 115m2 of gross floor space but with no less than 2 car spaces per industrial unit. If
offices are included in the development then their requirements will be assesed separately at 1
space per 60m2 gross floor area.
Heavy goods vehicle parking should be: Light Industry/Service industry - 1 space per 500m2
gross floor space or part thereof. General Industry - 1 space per 200m2 gross floor space or part
thereof.
Cinemas, Theatres, Concert Assembly and Wedding Halls
1 car parking space per 4m2 public floor area.
Note. In all employment premises, a proportion of car parking spaces should be designed for specific use
of disabled people at a ratio of 5% of all spaces (minimum of 2 spaces).
The above parking guidance will be applied in a manner appropriate to local circumstances together
with local and national trends in transport policy making. For example reduced on plot provision may be
acceptable where it can be demonstrated that spaces are not required e.g. highly accessible locations,
locations well served by public transport, specific user/operational requirements etc.
For the purpose of calculation, fractions of car spaces shall be rounded up to the nearest whole number.