Comparisons

Both are industry-standard tools that produce results accepted by UK highway authorities. AutoTURN is owned by Transoft Solutions and is more widely used internationally. AutoTrack by Savoy Computing has a longer UK history and may be preferred by some established consultancies. The choice rarely matters to the planning authority — the vehicle selection and clearances are what they review.

A transport assessment considers the traffic impact of a development on the surrounding road network — volumes, delays, and mitigation. Swept path analysis considers whether vehicles can physically access the site — turning radii, clearances, and manoeuvring space. They are complementary. Large developments typically need both; small developments may need only swept path analysis.

Swept path analysis software uses validated kinematic vehicle models and produces consistent, repeatable results. A tracking trial uses a physical vehicle, which introduces driver variability and real-world factors. For planning purposes, swept path software results are standard and accepted. Tracking trials are used to validate existing layouts or confirm that a layout works when software results are disputed.

Manual for Streets applies to streets within residential and mixed-use developments where pedestrians and cyclists share the space with vehicles. DMRB applies to trunk roads, motorways, and high-speed classified roads. Most residential and commercial planning applications use Manual for Streets. If the site access is onto an A road or B road, the local highway authority's design guide will specify which standard applies.

A rigid lorry is a single unit. Its swept path on a turn is determined by the front and rear axle positions. An articulated lorry is two units. The trailer follows a different path from the tractor, cutting in more sharply on tight turns. Articulated lorry swept path analysis is more complex and produces more demanding results than rigid lorry analysis for the same overall length vehicle.

This depends on the specific layout. In cul-de-sacs, the refuse vehicle's turning and operational requirements are typically more demanding. On access roads, the fire engine may require a wider carriageway for speed. In service roads with tight junctions, the fire engine's turning circle may govern. Both must be checked — neither automatically governs without analysis.

Pre-application swept path is far more valuable. Problems identified before submission are resolved in the design, before the application is made. Problems identified after submission require delays, redesign, and resubmission. The cost of pre-application swept path analysis is the same as post-application; the benefit is dramatically higher.

Yes. An extra metre of vehicle length changes the swept path on a turn — the rear of the vehicle cuts in further and the front sweeps a wider arc. A turning head designed for a 10-metre refuse vehicle may fail for an 11-metre vehicle. Always confirm the exact vehicle length used by the local authority's waste collection service before selecting the design vehicle.

A swept path analysis checks whether vehicles can access and manoeuvre within a site. A parking beat assessment counts parking occupancy and surveys parking demand in the surrounding area. They address different questions — one about geometry, one about demand. A planning application may require both, but they are not interchangeable.

An indicative swept path checks feasibility in concept design — can approximately this vehicle navigate approximately this geometry? A detailed swept path uses precise vehicle models and precise layout dimensions. Planning applications require detailed swept path analysis. An indicative check is useful during design but cannot replace the detailed analysis required for submission.

AutoDRIVE allows the analyst to steer the vehicle interactively, exploring different approaches to a manoeuvre. Simulation mode calculates the swept path along a defined route automatically. AutoDRIVE is better for complex or unusual manoeuvres where the optimal path needs to be explored. Simulation mode is better for standard turns where the path is defined by the road geometry.

A Section 38 agreement covers the adoption of new roads built by the developer within the development. A Section 278 agreement covers improvements to the existing public highway required by the development. Swept path analysis is required for both — for Section 38 to confirm the adoptable road layout, and for Section 278 to confirm that the highway works are technically feasible.

A standard parking bay swept path demonstrates that a car can enter and exit the bay safely. An accessible parking bay swept path must also demonstrate that a wheelchair user can transfer from the vehicle and manoeuvre alongside it — requiring a wider space alongside the car. The swept path analysis for accessible bays uses the same vehicle dimensions but must account for the operational space beside the vehicle.

In a one-way system, the design vehicle only needs to navigate in the direction of travel. In a two-way system, vehicles travelling in opposite directions must pass each other. The swept path must show that two vehicles — typically one being the design vehicle and one being a representative opposing vehicle — can pass simultaneously within the road width.

At a bus stop, the swept path shows the bus pulling in and out of the stop. At a junction, the swept path shows the bus completing turning movements. The bus stop swept path governs the kerbside geometry and shelter position. The junction swept path governs the carriageway width and corner radii. Both are important for bus routing design but address different geometric constraints.

UK vehicle dimensions are governed by UK regulations, which differ from EU and international standards. Using an international vehicle library may produce results based on vehicle dimensions that do not match actual UK road vehicles. Always use the UK vehicle library for UK planning applications. For sites that will receive international vehicles, supplement the UK analysis with checks using the relevant international vehicle standard.

A kerbside loading bay requires a vehicle to park alongside the kerb on a live road and the swept path must show it can do so without conflict with traffic. An off-street loading dock requires a vehicle to reverse into a dedicated bay in a service yard. The kerbside analysis is simpler; the loading dock analysis involves a complex reversing manoeuvre and is more demanding.

For a detailed residential access or individual junction, 1:200 provides sufficient detail to show clearances clearly. For a large estate road layout or commercial site, 1:500 may be needed to show the complete route on a single sheet. More complex sites may need some elements at 1:200 for detail and 1:500 for context. Always choose the scale that makes the drawing clearest for its purpose.

A permanent access is designed to the full planning and highway standards and must last the lifetime of the development. A temporary construction access may be designed to more practical standards but must still be safe. Both need swept path analysis. The design vehicle for the construction access is often larger than for the permanent access, making the construction swept path potentially more demanding.

National standards specify minimum vehicle dimensions. Local authorities may specify larger or different vehicles where their specific operational fleet warrants it. Always check the local authority's design vehicle specification — do not assume the national standard vehicle is sufficient. If the local authority uses a larger vehicle than the national standard, use the local authority's vehicle.

For a new road, the swept path analysis informs the road geometry — the swept path results determine the minimum dimensions needed. For an existing road, the geometry is fixed and the swept path analysis confirms whether the existing geometry is adequate for the proposed development's vehicles. The question is different in each case: design versus check.

A single drawing may be sufficient for simple applications with one vehicle and one access. For complex developments, a set of drawings covering each vehicle type and each access point is needed. Each drawing should be clearly numbered and titled so the reviewer can find the relevant evidence for any specific access concern.

A residential driveway typically serves a single car and the swept path check is simple. A commercial car park entry serves multiple vehicles simultaneously, may have a payment barrier, and must accommodate a range of vehicle types including accessible vehicles, vans, and occasional lorries. The commercial car park entry swept path is substantially more complex.

A geometric design check applies dimensional standards — minimum road widths, radii, and gradients. A swept path analysis confirms that the actual vehicle swept path fits within those dimensions for a specific vehicle. Geometric design is about meeting minimum standards; swept path analysis is about confirming the standards are adequate for the specific vehicle mix.

Not always. Recycling vehicles may be different in length, width, or configuration from refuse collection vehicles. Some recycling vehicles have side-loading mechanisms with different operational envelopes. Confirm the recycling vehicle specification with the council before assuming it is the same as the refuse vehicle. If the council uses different vehicles for different waste streams, both must be checked.

A pre-drawn template showing a standard turning area may indicate feasibility but is not acceptable as evidence for a specific planning application. The swept path must be produced for the specific site layout, showing the actual geometry in the correct scale. Generic templates are useful for initial design but cannot replace site-specific analysis for planning purposes.

Swept paths are based on vehicle geometry, not time of day. The manoeuvre takes the same space regardless of traffic conditions. However, peak hour scenarios affect the context — a manoeuvre that requires crossing a lane may conflict with peak traffic. Swept path analysis addresses the geometry; the transport assessment addresses peak hour traffic impacts.

An access road serves multiple properties or uses and is typically wider, with more generous radii. An access driveway serves a single property and may be much more constrained. Both need swept path checks, but the design vehicle and the acceptable clearances may differ. A driveway checks a standard car; an access road checks service vehicles.

A car parking bay swept path checks whether a car can enter and exit the space. A loading bay swept path checks whether a lorry can approach, position, dock, and exit. The operational requirements of a loading bay are far more complex — the vehicle must align precisely with the dock entrance while reversing. A car park swept path is a fraction of the complexity.

At a signalised crossing, pedestrian phases are separated from vehicle movements. The swept path is checked for the vehicle movements permitted in each signal phase. At an uncontrolled crossing, vehicles and pedestrians may be present simultaneously. The swept path must show that vehicles can complete manoeuvres without encroaching on the area used by crossing pedestrians.

The standard UK maximum articulated lorry is 16.5 metres. Longer semi-trailers (LSTs) of up to 18.75 metres operate under special authorisation for certain logistics operations. If a distribution centre or logistics facility will receive LST deliveries, the swept path must use the 18.75-metre vehicle. Using the standard 16.5-metre vehicle will underestimate the swept path requirements.

Usually yes — both are designed for private cars. However, a visitor car park serving a hospital, hotel, or major venue may also need to accommodate adapted vehicles, minibuses, and occasional vans. A staff car park at a warehouse may accommodate vans and pickups as a significant proportion of the fleet. Confirm the vehicle mix before selecting the design vehicle.

In Scotland, planning is governed by Planning Policy Scotland and Designing Streets, rather than the NPPF and Manual for Streets. Some design standards differ, as does the highway authority structure. Swept path analysis methodology is the same, but the design vehicles and standards applied may differ. Confirm local requirements with the relevant Scottish local highway authority.

The operational layout differs. A petrol station has fixed pump positions that tankers must service; an EV hub has multiple charging points that cars must navigate to. The tanker swept path for fuel delivery to a petrol station is typically more demanding than the car swept path at an EV hub. As EV hubs grow in scale, the layout complexity increases and swept path analysis becomes more important.

City centre developments are typically more constrained — narrow streets, limited turning space, high pedestrian volumes, and tight servicing windows. Rural developments may have wider spaces on site but more constrained approach routes on narrow country lanes. The challenges are different but the methodology is the same.

For a flat site, plan view swept path analysis is sufficient. For a sloped site, the vertical geometry must also be considered. Vehicles approaching on a ramp have restricted sight lines. Gradients affect vehicle speed and control. Ground clearance under low-slung vehicles is a concern at gradient changes. Sloped sites need three-dimensional swept path analysis to be fully rigorous.

Roads proposed for adoption by the highway authority must meet adoptable road standards, which are typically more stringent than private road standards. The swept path analysis must demonstrate compliance with the authority's adoptable road design guide. Private roads only need to demonstrate safe access for the users of the development — a lower but still important standard.

For planning, the swept path demonstrates that access is safe and suitable — a policy compliance question. For building control, specific requirements such as the 45-metre fire access rule are checked — a regulation compliance question. The same swept path drawing can serve both purposes if it addresses both the planning access requirements and the building regulation access requirements.

A draft CLP may include indicative swept path analysis confirming the feasibility of the access arrangements. A final CLP submitted for discharge of a planning condition must include detailed swept path analysis for all required vehicle types and manoeuvres. The draft is for discussion; the final is for approval.

The swept path drawing requirements are the same regardless of who produces it. A small specialist bureau and a large transport consultancy both need to produce a drawing that shows the correct vehicle, the correct manoeuvres, adequate clearances, and appropriate annotations. The professional qualification of the analyst and the quality of the output matter more than the size of the organisation.