CIRCULAR TO ARCHITECTS (PA 3/93)

TRAFFIC GENERATION, ACCESS AND PARKING

1. Introduction 1.1 The Planning Authority wishes to bring to the attention of all practicing architects the general planning principles and policies from the Structure Plan it will apply in considering development permit applications, in relation to traffic generation, access and parking. 2. Parking 2.1 Adequate vehicle parking should be provided in all new developments, normally within the site area. The amount of parking required will depend upon the type of development proposed and it's location. The Explanatory Memorandum provides guidance on the different standards of car parking that will be applied to different forms of development. Policy TRA 4 in the Structure Plan establishes the vehicle parking principles that will be adopted in different parts of Malta. In Urban Conservation Areas traffic is to be discouraged and parking standards should cater for operational vehicles only, and additional parking provision made in public car parks on the edge of the historic areas. Operational parking relates to those vehicles without which the site could not adequately function within it's designated land use, including essential service vehicles, on site based car/van fleets and provision for those who cannot realistically use alternative (public) forms of transport. It does not include provision for the "journey to work" trip. The relevant parts of the Structure Plan and Explanatory Memorandum are reproduced as Appendix 1. 2.2 In deciding whether to apply the low, medium or high parking standard from the Explanatory Memorandum the Authority will take account of the site location, the character and nature of the development proposed, the site dimensions, the availability of parking in the vicinity and other relevant considerations. Accessibility to public transport will also be an important consideration for as the availability of public transport increases, the need to use private transport (and therefore parking provision) decreases. Higher "quality" development will generally require a higher standard of parking (for example 5 star hotel accomodalion may be expected to require more parking than lower category accomodation). In relation to residential development the Planning Authority will normally require, as a minimum, one car space per unit, except in the case of detached villas or properties with more than three bedrooms, in which case a minimum of two car spaces per unit will normally be required. Applicants are able to provide more than the minimum parking requirement where the traffic generation implications are acceptable. Opportunities for dual use of non-residential parking areas are to be encouraged wherever possible.

2.3 The design of parking areas should take account of the following factors; Parking areas should be of adequate dimensions and provide for satisfactory circulation and manoeuvering space Provision should be made for safe and convenient pedestrian movement through the site Vehicles should be able to enter and leave the site in a forward direction Landscaping should be provided where practicable to shade parked vehicles, help screen them from public view and provide visual variety and interest 2.4 Figure 1 gives guidance on general dimensions for parking design. In exceptional circumstances, where space is very restricted, alternative arrangements may be considered, provided there is no deterioration in traffic safety as a result. The dimensions of garages may be controlled, and conditions imposed on any development permits, to prevent their commercial use in predominantly residential areas. As a general rule, it is suggested that driveways serving up to 25 garages or parking spaces should be at least 3m wide with 4.1m passing places where necessary. Driveways should be at least 4.1m wide when more than 25 spaces are served. Figure 2 gives general guidance on dimensions for site access.

3. Traffic Generation 3.1 The traffic generation implications of all development will be given careful consideration and there must be sufficient capacity in the local highway network to accommodate this traffic or applications will not be acceptable. The assessment of traffic generation will consider the implications for all roads likely to be affected, not just those in the immediate vicinity of the site. Particular care will be required in the Urban Conservation Areas (including the Village Cores) where proposals that would lead to high traffic generation are riot likely to be acceptable. In these areas priority should be given to pedestrians and to conservation and enhancement of the environment, and these objectives are incompatible with significant increases in traffic. Road widening will not normally be allowed in the Village Cores, but traffic calming measures, implemented at the applicant's expense, may help overcome traffic generation objections. 3.2 The promoters of major developments will be required to prepare Traffic Impact Statements illustrating the likely impact of their proposals on the highway network, in accordance with Structure Plan policy TRA 2. The Planning Authority will provide guidance on the measures to be included in the Traffic Impact Statement when applicants are notified of the requirement to produce one. In general, a Traffic Impact Statement should cover the following matters; A survey of the existing situation, including A traffic count of local roads and junctions, particularly those immediately adjoining the site and connecting the site to the arterial and distributor road network (the count may need to classify the type of vehicle);

A pedestrian count and survey of facilities for pedestrians, particularly if the development is likely to introduce high traffic flows next to a major pedestrian attractor such as a school or shopping area; Public transport routes and stops; Accident data, if this is available; Parking provision and areas of public parking.

Prediction of traffic generation, including The amount of traffic likely to be generated by the development, or be attracted by it (employees, visitors, customers, delivery vehicles etc); The type of traffic, classified according to the numbers of cars, lorries, coaches and delivery vehicles; The time period during which peak flows will occur, particularly if traffic will be generated in the evening, at night or at the weekends; The direction of traffic flow i.c. where die traffic is likely to come from or go to. Valuable data can be obtained from information on the location of employees, origin of raw materials, likely markets for products, or location of principal customers etc; Proposals to accommodate traffic generation and overcome any identified problems. The Traffic Impact Statement should clearly identify The site access; The number and layout of car parking spaces; Provision for service vehicles, loading/unloading bays, manoeuvcring space; Requirements for overnight parking; Remedial works to the public highway, such as junction improvements or road widening, specifying how the improvements are going to be funded and carried out. Figure 3 summarises the general procedures for estimating traffic generation to new developments.

4. Access 4.1 All new development should be provided with a suitable site access in terms of traffic safety and environmental impact. Direct access to the Arterial road network will not normally be allowed ( policy RDS 5). In all situations access points should be designed to achieve good visibility and have adequate width and radii to ensure vehicles can manoeuvre safely. Internally, developments should have sufficient circulation space and turning facilities to enable vehicles to leave the site in a forward direction. Commercial developments should provide adequate loading/unloading bays for delivery vehicles (including coaches for hotel developments). If these criteria cannot be met, applications will not be acceptable. Figure 4 gives general guidelines for the assessment and design of transport facilities required by new development.

5. Pedestrian Requirements 5.1The safety of pedestrians, both within developments and on the roads surrounding, is of fundamental importance. The aim should be to minimise the number of breaks in the footway for vehicle crossings. Ideally, vehicles and pedestrians should have seperate access facilities. Where vehicle crossovers are necessary, they should be clearly indicated by a change in materials and developers will be required to provide a dropped kerb at the edge of the highway. Access ramps should not emerge straight onto the highway and should be level from the back of the footway. Any new footway should be 1.5m wide where possible, or 1m wide where space is a constraint. Special consideration should be given to areas used by people with mobility difficulties by way of extra footway width, ramped kerbs etc.

6. Remedial Highway Works 6.1 By agreement with the Planning Authority, applicants may provide or contribute financially towards the cost of works which are required to accommodate their proposals, in accordance with Structure Plan policy TRA 3. In these cases a legally binding agreement will be required and the Planning Authority will provide guidance on the form of agreement required and it's terms and conditions. Such agreements may relate to off-site car parkng, junction improvements, traffic management measures, road widening or other highway infrastructure works required to accommodate development proposals.

7. Fire Precautions and Ventilation 7.1 Buildings with basement car parking and garaging present a particular risk in the event of fire. All developments should be designed to provide for the safety of the occupants in case of fire and to facilitate access for fire fighting and rescue services. All connections between parking areas and any floors above should be properly fire protected and there should be at least two exits from each floor of any parking area. These must consist of one or more emergency staircases which must lead to a place of safety. A vehicle access ramp may be considered as one exit. No part of any parking area should be more thail thirty metres from

an emergency exit route. Emergency staircases must be clearly identified, fitted with fireproof doors and safely constructed. Additional requirements will apply in the case of large scale developments, commercial car parks or proposals with more than one floor below ground level. 7.2 Basements should be designed also to have adequate and appropiate means of ventilation to ensure that a healthy indoor environment is provided and that airborne pollutants are removed or reduced. All covered and underground parking areas and garages should be provided with ventilation capable of maintaining two air changes per hour. Large scale car parks or garages will require a higher standard. 7.3 Guidance on fire precautions and ventilation m be considered provisional ust pending preparation of more comprehensive Building Regulations.

STRUCTUREPLAN

APPENDIX 1

POLICY TRA 4 : The following vehicle parking principles will be adopted in different areas for new developments: 1. Valletta/Floriana and other Urban Conservation Areas : restraining standards catering for operational vehicles only, with peripheral public parking for cars and other vehicles 2. Remainder of Harbour area and other congested locations : accomodating standards where feasible and desirable, plus public parking for cars and other vehicles 3. Rest of Malta : accommodating standards for all developments Where a development is not required to meet full standards, the cost of providing the shortfall of spaces in public parking facilities shall be a requirementof the development.

STRUCTURE PLAN EXPLANATORY MEMORANDUM

TABLE A2.5: INTERIM CAR PARKING STANDARDS

STANDARD (CAR PARK SPACES) USE DWELLING Residents Visitors Total SHELTERED HOUSING Per household Per warden(l) LOW MEDIUM HIGH REMARKS

1 1 2

2 1 3

3 2 5

Either covered (in a garage) or open air

1 1

2 1

3 1

Allows for visitors

USE

LOW MEDIUM HIGH

REMARKS

OLD PEOPLES HOME Per resident (l) Per employee

0.25 1

0.33 1

0.5 1

Allows for visitors

HEALTH CENTRE (POLYCLINIC) AND SURGERY (l) Per doctor (l) Per other staff Per consulting room

1 0.5 1

1 0.75 1.5

1 1 2

Plus dwelling standards, if provided

HOSPITAL (l) Per doctor Per senior (l) administrator Per other staff(l) Per bed

1 1 0.5 0.33

1 1 0.75 0.5

1 1 1 0.66

Plus dwelling standards, if provided For visitors

SCHOOL Per teacher Per other staff Per pupil

(2)

0.6 0.5 0.1

0.8 0.75 0.2

1 1 0.3

For parents

OFFICE (3) Per 50 sq m

Depends on visitor volumes

SHOPPING Per employee Per 50 sq m(3)

0.33 1

0.5 2

0.66 5(4)

For customers

INDUSTRY OR WAREHOUSE (3) Per 50 sq m 1

Depends on employee density

STANDARD (CAR PARK SPACES) USE HOTEL (5) Per resident staff Per non resident staff (1) Per guest bedroom LOW MEDIUM HIGH REMARKS

1 0.33 0.5

1 0.5 0.75

1 0.66 1

Plus 1, 1.5,2 coach spaces per 50 guest bedrooms

RESTAURANT, BAR, OR CLUB Per resident staff Per non resident staff (1) Per 50 sq m(6)

1 0.33 5

1 0.5 7.5

1 0.66 10

ADULT EDUCATION AND SIMILAR INSTITUTIONS Per employee (1) 0.6 (1) Per attendee 0.6

0.8 0.8

1 1

CHURCH, CHAPEL, CATHEDRAL, THEATRE, OR CINEMA Per seat

0.1

0.3

0.5

Depends on catchment area

CEMETERY Per 50 plots

0.75

1.25

SPECTATOR SPORTS Per participant Per seat

0.33 0.1

0.5 0.2

0.66 0.3

Plus bus/coach parking

PARKS AND RECREATION AREAS Dependent on estimated car park usage at peak times

Notes:

(1)

Number is maximum number in the premises at anyone time, including an allowance for shift changeover periods Provision should also be made for school buses, depending on estimated numbers at peak times Gross lettable floor area Applies to car based shopping developments eg. superstores Excluding facilities open to the public Gross customer floorspace

(2) (3) (4) (5) (6)

Fig. 3

GENERAL PROCEDURES FOR ESTIMATING TRAFFIC GENERATION TO NEW DEVELOPMENT

MAIN STAGES
DETERMINE THE NUMBER OF RESIDENTS/EMPLOYEES/VISITORS FOR EACH TYPE OF LAND USE IN THE DEVELOPMENT

GENERAL PROCEDURES
Information such as the number of residential units of different types or the potential number of customers should be known by applicants as it would be required to determine the financial viability of a project. This information can be supplemented by studies of similar developments to establish the local relationship between trip making and floor areas of different types of land uses. In many cases applicants will have made a study as part of their initial assessment of viability. Consideration should be given to the likely catchment areas that will supply employees and visitors. Catchment areas will vary according to different types of development. Mode of travel will be influenced by such factors as availability of public transport, levels of car ownership and parking availability. It may be possible to develop isochrones lines of equal journey time of say 5, 15 and 30 minutes from the site to different points of origin.

IDENTIFY THE CATCHMENT AREA FOR RESIDENTS, EMPLOYEES AND VISITORS AND ASSIGN THE TRIPS TO APPROPRIATE ROUTES DETERMINE THE MODE OF TRAVEL FOR DIFFERENT TRIPS (e.g. CAR, BUS, PEDESTRIANS) FROM DIFFERENT PARTS OF THE CATCHMENT AREA ESTIMATE THE NUMBER OF TRIPS BY THE DIFFERENT MODES ARRIVING AND DEPARTING FROM THE SITE IN DIFFERENT TIME PERIODS ASSESS THE NEED FOR AMENDMENTS TO THE EXISTING TRANSPORT NETWORK REQUIREMENTS FOR ACCESS AND CIRCULATION REQUIREMENTS FOR PARKING AND SERVICING

Use the information from the previous stages to estimate peak attraction rates. This may then be related to the expected conditions during a typical peak hour on the road system in the vicinity of the site.

Fig. 4 General guidelines for the assessment and design of transport facilities required by new development

TRANSPORT ASPECTS OF NEW DEVELOPMENT WHICH REQUIRE INVESTIGATION

THE INFORMATION AND ASSESSMENTS REQUIRED

TRAFFIC VOLUMES ATTRACTED BY THE DEVELOPMENT BY MODE AND TIME PERIOD

ACCESS TO THE SITE

THE DEMANDS WITHIN THE SITE FOR INTERNAL CIRCULATION, PARKING AND SERVICING

Consideration must be given to the likely impact of the development on the different parts of the existing transport network,with special reference to: (1) suitable locations for the points of access to the site (2) effects on existing traffic management measures (e.g. one-way systems) (3) requirements for pedestrians or the disabled (4) requirements for additional public transport facitilitics ( e.g. additional bus-stops or routes) The assessment should consider whether an appropiate access can be provided, which should: (1) be sited to take account of requirements of the existing transport network and the internal ciculation system of the site (2) provide adequate standards of geometry, visibility and capacity to cater for the numbers and size of vehicles expected to visit the site (3) make appropiate provision for pedestrian access and for the disabled The design for internal circulation should consider: (1) the need to absorb traffic entering the site without queues forming on external roads even if part of the system is blocked by an accident or by maintenance works (2) the need to cater for pedestrians and for the disabled (3) the special provisions necessary for servicing, delivery and heavy goods vehicles (4) provision for the parking of different types of vehicles, for different purposes (e.g. residents, employees, visitors ) and different lengths of stay Proper signposting can assist internal circulation and where possible, pedestrians and vehicles should be segregated