- The maximum parking standards set out in Table 10.4 should be applied to new office development.
- In well-connected parts of outer London, including town centres, in close proximity to stations and in Opportunity Areas, office developments are encouraged to be car-free.
- Car parking standards for Use Classes Order B2 (general industrial) and B8 (storage or distribution) employment uses should have regard to these office parking standards, take account of the significantly lower employment density in such developments, and consider a degree of flexibility to reflect different trip-generating characteristics.
- Outer London boroughs wishing to adopt more generous standards are required to do so through an evidence-based policy in their Development Plan that identifies the parts of the borough in which the higher standards will be applied, and justifies those standards, including:
- the provision and operation of (existing and future) public transport, especially in relation to bus reliability
- the impact on the ability to deliver Healthy Streets, promote active travel and deliver mode shift
- the impact on congestion and air quality locally and on neighbouring boroughs and districts outside London as appropriate
- a commitment to increase or enhance publicly-available cycle parking
- a requirement (via Travel Plans) to reduce car parking provision over time and convert it to other uses.
- Boroughs should not seek to adopt more generous standards borough-wide.
- Operational parking requirements should be considered on a case-by-case basis. All operational parking must provide infrastructure for electric or other Ultra-Low Emission vehicles, including active charging points for all taxi spaces.
- A Car Park Design and Management Plan should be submitted alongside all applications which include car parking provision.
- Disabled persons parking should be provided as set out in Policy T6.5 Non-residential disabled persons parking.
|Location||Maximum parking provision|
|Central Activities Zone and inner London||Car-free|
|Outer London Opportunity Areas||Up to 1 space per 600 sqm gross internal area (GIA)|
|Outer London||Up to 1 space per 100 sqm (GIA)|
|Outer London locations identified through a Development Plan Document where more generous standards apply||Up to 1 space per 50 sqm (GIA)|
Parking associated with offices has the potential to generate car travel in the morning and evening peaks when streets are the most congested. In many parts of London this means that bus travel is less reliable and active travel is less attractive. Office parking also has the potential to induce habitual car travel even where alternatives to the car exist, impacting on the ability for the Mayor to meet his mode share target for 80 per cent of trips to be made by public transport and active travel. For these reasons, offices should be located in places that are accessible by public transport, walking and cycling and car parking provision should be kept to a minimum.
The management of parking that is provided should ensure that employees and visitors are encouraged to use non-car modes as much as possible. It should also ensure that the operation of car and cycle parking and the public realm does not prioritise vehicles over people and that under-utilised parking is converted to other uses such as amenity space or green infrastructure.