Parking addendum to chapter 6

6A.4 The starting point for meeting parking demand for new retail development should be use of existing public off-street provision. Parking needs should be assessed taking account of the reduction in demand associated with linked trips. If on-site parking is justified there should be a presumption that it will be publicly available. Boroughs should take a coordinated approach with neighbouring authorities, including those outside London if appropriate, to prevent competition between centres based on parking availability and charges. Further advice on retail parking is provided in the Town Centres SPG.

6A.5 Parking for commercial vehicles should be provided at a maximum standard of one space per 500 sq. m of gross B2 or B8 floorspace. See also SPGs on Town Centres and Land for Industry and Transport.

6A.6 An appropriate proportion of car parking spaces in commercial developments should be marked out for motor-cycle use.

6A.7 Standards for B2 and B8 employment uses should have regard to the B1 standards although a degree of flexibility maybe required to reflect different trip-generating characteristics

6A.8 Although no maximum standards are set for hotels, the following approach should be taken for applications referred to the Mayor. In locations with a PTAL of 4 –6, on-site provision should be limited to operational needs, parking for disabled people and that required for taxis, coaches and deliveries/servicing. In locations with a PTAL of 1–3, provision should be consistent with objectives to reduce congestion and traffic levels and to avoid undermining walking, cycling or public transport.

6A.9 Developments should provide for one coach parking space per 50 rooms for hotels. Leisure, stadia and major exhibition venues should provide appropriate levels of coach parking to suit their individual demand to help reduce congestion and improve visitor safety.

6A.10 Provision for parking at Ambulance, Fire and policing facilities will be assessed on their own merits.

6A.11 Cycle parking provided for staff should be suitable for long stay parking, particularly in terms of location, security and protection from the elements (see The London Cycle Design Standards (TfL 2005).

6A.12 The Mayor has reviewed these cycle parking standards to ensure they support delivery of the significant increase in cycling in London referred to in Policy 6.9.

6A.13 Additional cycle parking specifications:

• Short-stay cycle parking should be available for shoppers, customers, messengers and other visitors to a site, and should be convenient and readily accessible. Short-stay cycle parking should have step-free access and be located within 15 metres of the main site entrance, where possible.
• For both long-stay and short-stay parking, consideration should be given to providing spaces accessible to less conventional bicycle types, such as tricycles, cargo bicycles and bicycles with trailers.
• Where it is not possible to provide suitable visitor parking within the curtilage of a development or in a suitable location in the vicinity agreed by the planning authority, the planning authority may at their discretion instead accept, in the first instance, additional long-stay provision or, as a last resort, contributions to provide cycle parking in an appropriate location in the vicinity of the site.
• Where it is not possible to provide adequate cycle parking within residential dwellings, boroughs are encouraged to engage with developers that propose innovative alternatives that meet the objectives of these standards. This may include options such as providing the required spaces in secure, conveniently located, on-street parking such as bicycle hangars. TfL will work with boroughs and developers to provide guidance for such a mechanism.
• Staff should always be taken as the full time equivalent, unless otherwise stated.
• The standards are based on gross external floorspace, unless otherwise stated.
• All cycle parking should be consistent with the London Cycling Design Standards, or subsequent revisions.
• It is recommended that supporting facilities are provided at land uses where long stay cyclists require them, i.e. places of employment. Supporting facilities include lockers, showers and changing rooms.
• Where cyclists share surfaces with pedestrians, the safety and accessibility of the environment for disabled and older Londoners should be assured.

Table 6.3 Cycle Parking minimum standards

^[1] Mayor of London. Housing Supplementary Planning Guidance. GLA, 2012. Mayor of London. Accessible London. Supplementary Planning Guidance. GLA, 2014.