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Policy T6.1 Residential parking

T6.1

  1. New residential development should not exceed the maximum parking standards set out in Table 10.3. These standards are a hierarchy with the more restrictive standard applying when a site falls into more than one category.
  2. Parking spaces within communal car parking facilities (including basements) should be leased rather than sold.
  3. All residential car parking spaces must provide infrastructure for electric or Ultra-Low Emission vehicles. At least 20 per cent of spaces should have active charging facilities, with passive provision for all remaining spaces.
  4. Outside of the CAZ, and to cater for infrequent trips, car club spaces may be considered appropriate in lieu of private parking.
  5. Large-scale purpose-built shared living, student accommodation and other sui generis residential uses should be car-free.
  6. The provision of car parking should not be a reason for reducing the level of affordable housing in a proposed development.
  7. Disabled persons parking should be provided for new residential developments. Residential development proposals delivering ten or more units must, as a minimum:
    1. ensure that at least one designated disabled persons parking bay per dwelling for three per cent of dwellings is available from the outset
    2. demonstrate on plan and as part of the Car Parking Design and Management Plan, how the remaining bays to a total of one per dwelling for ten per cent of dwellings can be requested and provided when required as designated disabled persons parking in the future. If disabled persons parking provision is not sufficient, spaces should be provided when needed either upon first occupation of the development or in the future.
  8. All disabled persons parking bays associated with residential development must:
    1. be for residents’ use only (whether M4(2) or M4(3) dwellings)
    2. not be allocated to specific dwellings, unless provided within the curtilage of the dwelling
    3. be funded by the payment of a commuted sum by the applicant, if provided on-street (this includes a requirement to fund provision of electric vehicle charging infrastructure)
    4. count towards the maximum parking provision for the development
    5. be designed in accordance with the design guidance in BS8300 vol. 1
    6. be located to minimise the distance between disabled persons parking bays and the dwelling or the relevant block entrance or lift core, and the route should be preferably level or where this is not possible, should be gently sloping (1:60-1:20) on a suitable firm ground surface.

The Mayor’s ambition is for London to be a city where it is easy for all disabled people to live and travel in London. Disabled people should have a genuine choice of housing that they can afford within a local environment that meets their needs. This means taking a holistic approach to creating streets, local services and a public transport network that caters for disabled people and people with long-term health conditions. It is recognised that some will rely on car travel more than others, whether as a passenger or a driver. This means that to ensure genuine housing choice, disabled persons’ parking should be provided for new residential developments. In some circumstances this may include visitor parking for disabled residents who might have regular visitors such as carers. Any such parking should be marked out as such and restricted only for these users from the outset.

Car Parking Design and Management Plans should provide details of how initial and future provision of disabled persons parking spaces will be made, managed and enforced. They should show where these spaces will be located and demonstrate how their availability will be made clear to residents prior to occupation to inform their housing decision. Where a bay is being marked up for a particular resident, this should be done prior to occupation. Details should also be provided of how existing or future residents would request a bay, how quickly it could be created and what, if any, provision of visitor parking for disabled residents is available. At no time should any space marked on plan for future disabled persons parking be used for general parking. This does not apply when it is proposed to convert an existing on-street parking bay.

In implementing this policy, if three per cent of a scheme is less than one space, this should be rounded up to one.

Given the aims of this Plan and the Mayor’s Transport Strategy in reducing car use and the priority given to affordable housing provision, to ensure the provision of parking does not impact on the level of affordable housing that is viable, the inclusion of parking provision (excluding disabled persons parking), even where consistent with the standards set out above, should not result in a reduction to affordable housing.