Policy T6.1 — Residential parking

Policy T6.1 Residential parking A 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. B Parking spaces within communal car parking facilities (including basements) should be leased rather than sold. C 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. D Outside of the CAZ, and to cater for infrequent trips, car club spaces may be considered appropriate in lieu of private parking. Any car club spaces should have active charging facilities. E Large-scale purpose-built shared living, student accommodation and other sui generis residential uses should be car-free. F The provision of car parking should not be a reason for reducing the level of affordable housing in a proposed development. G 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 for three per cent of dwellings, at least one designated disabled persons parking bay per dwelling is available from the outset 2) demonstrate as part of the Parking Design and Management Plan, how an additional seven per cent of dwellings could be provided with one designated disabled persons parking space per dwelling in future upon request as soon as existing provision is insufficient. This should be secured at the planning stage. H 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 BS8300vol.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. Table 10.3 - Maximum residential parking standards Table 10.3 shows the maximum parking provision for residential developments Location Number of beds Maximum parking provision* Central Activities Zone, Inner London Opportunity Areas, Metropolitan and Major Town Centres, All areas of PTAL 5 – 6, Inner London PTAL 4 All Car free~ Inner London PTAL 3 All Up to 0.25 spaces per dwelling Inner London PTAL 2, Outer London Opportunity Areas All Up to 0.5 spaces per dwelling Inner London PTAL 0 – 1 All Up to 0.75 spaces per dwelling Outer London PTAL 4 1 – 2 Up to 0.5 - 0.75 spaces per dwelling+ Outer London PTAL 4 3+ Up to 0.5 - 0.75 spaces per dwelling+ Outer London PTAL 2 – 3 1 – 2 Up to 0.75 spaces per dwelling Outer London PTAL 2 – 3 3+ Up to 1 space per dwelling Outer London PTAL 0 – 1 1 – 2 Up to 1.5 space per dwelling Outer London PTAL 0 – 1 3+ Up to 1.5 spaces per dwelling^ * Where Development Plans specify lower local maximum standards for general or operational parking, these should be followed ~ With the exception of disabled persons parking, see Part G Policy T6 .1 Residential parking + When considering development proposals that are higher density or in more accessible locations, the lower standard shown here should be applied as a maximum ^ Boroughs should consider standards that allow for higher levels of provision where there is clear evidence that this would support additional family housing 10.6.9 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 disabled people 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. 10.6.10 Where general parking is provided on-site, any disabled persons parking bays not provided at the outset should be identified on plan. For car-free development, how provision will be made, including whether bays are provided on-site or on-street, should be clearly set out and justified, in line with relevant guidance and local policies. All provision should be fully assessed and demonstrably consistent with the inclusive design principles of Policy D5 Inclusive design , and GG1 Building strong and inclusive communities ; further information on how disabled persons parking should be approached and delivered will be set out in guidance. 10.6.11 Through Parking Design and Management Plans , applicants 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 existingLondon Plan Policy T6.1 · official source →