- Development Plans and development proposals should help remove barriers to cycling and create a healthy environment in which people choose to cycle. This will be achieved through:
- supporting the delivery of a London-wide network of cycle routes, with new routes and improved infrastructure
- securing the provision of appropriate levels of cycle parking which should be fit for purpose, secure and well-located. Developments should provide cycle parking in accordance with the minimum standards set out in Table 10.2 and Figure 10.2, and should be designed and laid out in accordance with the guidance contained in the London Cycling Design Standards.
- Where it is not possible to provide suitable short-stay cycle parking off the public highway, the borough should work with stakeholders to identify an appropriate on-street location for the required provision. This may mean the reallocation of space from other uses such as on-street car parking. Alternatively, in town centres, adding the required provision to general town centre cycle parking is also acceptable. In such cases, a commuted sum should be paid to the local authority to secure provision.
- Where it is not possible to provide adequate cycle parking within residential developments, boroughs must work with developers to propose alternative solutions which meet the objectives of the standards. These may include options such as providing spaces in secure, conveniently-located, on-street parking facilities such as bicycle hangers.
- Where flexible commercial uses are proposed and exact uses are not determined at the point of application, the highest potential applicable cycle parking standard should be applied.
- Where the final land use of a development is not determined at the point of application, the highest potential applicable cycle parking standard should be applied.
- A minimum of two short-stay and two long-stay cycle parking spaces must be provided for all land uses in all locations with the exception of Class C3-C4 uses and Class A uses where the size threshold specified in Table 10.2 has not been met.
 The London Cycling Design Standards can be found in TfL’s online Streets Tookit at https://tfl.gov.uk/corporate/publications-and-reports/streets-toolkit#on...
|Use Class||Description of use||Long-stay (e.g. for residents or employees)||Short-stay (e.g. for visitors or customers)|
|A1||Food retail||From a threshold of 100 sqm: 1 space per 175 sqm gross external area (GEA)||From a threshold of 100 sqm: areas with higher cycle parking standards (see Figure 10.2): First 750 sqm: 1 space per 20 sqm; thereafter: 1 space per 150 sqm (GEA) Rest of London: first 750 sqm: 1 space per 40 sqm; thereafter: 1 space per 300 sqm (GEA)|
|Non-food retail||From a threshold of 100 sqm: first 1,000 sqm: 1 space per 250 sqm. Thereafter: 1 space per 1,000 sqm (GEA)||From a threshold of 100sqm: areas with higher cycle parking standards (see Figure 10.2): First 1,000 sqm: 1 space per 60 sqm; thereafter: 1 space per 500 sqm (GEA). Rest of London: first 1,000 sqm: 1 space per 125 sqm; thereafter: 1 space per 1,000 sqm (GEA)|
|A2 - A5||Financial / professional services; cafés & restaurants; drinking establishments; takeaways||From a threshold of 100 sqm: 1 space per 175 sqm (GEA)||From a threshold of 100 sqm: areas with higher cycle parking standards (see Figure 10.2): 1 space per 20 sqm (GEA). Rest of London: 1 space per 40 sqm (GEA)|
|B1||Business offices||Areas with higher cycle parking standards (see Figure 10.2): 1 space per 75 sqm. Rest of London: 1 space per 150 sqm (GEA)||First 5,000 sqm: 1 space per 500 sqm. Thereafter: 1 space per 5,000 sqm (GEA)|
|Light industry and research and development||1 space per 250 sqm (GEA)||1 space per 1,000 sqm (GEA)|
|B2-B8||General industrial, storage or distribution||1 space per 500 sqm (GEA)||1 space per 1,000 sqm (GEA)|
|C1||Hotels (bars, restaurants, gyms etc. open to the public should be considered individually under relevant standards)||1 space per 20 bedrooms||1 space per 50 bedrooms|
|C2||Hospitals||1 space per 5 FTE staff||1 space per 30 FTE staff|
|C2||Care homes / secure accommodation||1 space per 5 FTE staff||1 space per 20 bedrooms|
|C3-C4||Dwellings (all)||1 space per studio, 1.5 spaces per 1 bedroom unit, 2 spaces per all other dwellings||1 space per 40 units|
|D1||Nurseries||1 space per 8 FTE staff + 1 space per 8 students|
|Primary schools / secondary schools / sixth form colleges||1 space per 8 FTE staff + 1 space per 8 students||1 space per 100 students|
|Universities and colleges||1 space per 4 FTE staff + 1 space per 20 FTE students||1 space per 7 FTE students|
|Health centre, including dentists||1 space per 5 FTE staff||1 space per 3 FTE staff|
|other (e.g. library, church, etc.)||1 space per 8 FTE staff||1 space per 100 sqm (GEA)|
|D2||Other (e.g. cinema, bingo, etc.)||1 space per 8 FTE staff||1 per 30 seats|
|Sports (e.g. sports hall, swimming, gymnasium, etc.)||1 space per 8 FTE staff||1 space per 100 sqm (GEA)|
|Sui generis||As per most relevant other standard e.g. casino and theatre = D2, room in large-scale purpose-built shared living or student accommodation = studio C3.|
|Stations||To be considered on a case by case basis through liaison with TfL. The level of provision should take into account the type and location of the station, current and future rail and cycle demand and the potential for journey stages to and from the station to be made by cycle. A Future growth, though a step-change in provision is expected, especially at termini, in order to meet the Mayor’s mode share target.|
Development should facilitate and encourage cycling, and reduce car dependency and the health problems it creates. Cycling is a space-efficient mode compared to cars so making streets attractive for cycling can bring benefits to all road users while also improving the experience of living, working and spending time in the city. The Mayor will deliver, in partnership with boroughs, a new London-wide network of strategic cycling routes which will transform the convenience and experience of cycling for all types of trips.
For some types of trip, the level of cycling is dependent on the location of the destination. For the boroughs identified on Figure 10.2 (the central and inner London boroughs, plus Richmond, Merton, Kingston, Hounslow and Barking & Dagenham), around 3.5 per cent of trips arriving at workplace, leisure and shopping destinations are made by cycle. This compares to around 1.5 per cent elsewhere in London.
The minimum standards for short-stay (for visitor / customer) cycle parking for Class A Uses and long stay cycle parking (for employees) for office use in the boroughs identified on Figure 10.2 are thus set at twice the level as elsewhere – though the Mayor will support other boroughs adopting these higher standards for defined areas through their Development Plan documents (such as existing Mini-Hollands, and Liveable Neighbourhoods or Opportunity Areas).
Cycle parking and cycle parking areas should allow easy access and provide facilities for disabled cyclists. This could include identifying and reserving specific spaces which provide step-free cycle parking and opportunities for people using adapted cycles, as well as providing facilities for other non-standard cycles such as tricycles, cargo bicycles and bicycles with trailers, for both long-stay and short-stay parking.
At university campuses and schools, cycle parking should be located in close proximity to the entrances of all buildings to provide convenience and choice for users. For nurseries and primary schools, an appropriate proportion of cycle parking provision may be met through scooter parking. Nurseries should meet the standard through an appropriate mix of long and short-stay parking to cater for staff, those dropping off children, and children’s cycle and scooter parking.
Staff cycle parking should be suitable for long-stay parking in terms of location, security and protection from the elements and inclement weather. In places of employment, supporting facilities are recommended, including changing rooms, maintenance facilities, lockers (at least two per three long-stay spaces are recommended) and shower facilities (at least one per ten long-stay spaces is recommended). Accessible facilities for disabled cyclists should also be provided.
The provision of space for folding bicycles is not an acceptable alternative to conventional cycle parking, as these cycles are only used by a minority of cycle owners, tend to be less affordable and can present difficulties for some users. Provision of cycle hire caters for a different market of cyclist and also should not be accepted in lieu of cycle parking.