Policy T6.2 — Office Parking

Policy T6.2 Office Parking A The maximum parking standards set out in Table 10.4 should be applied to new office development. B 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. C Car parking provision at Use Classes Order B2 (general industrial) and B8 (storage or distribution) employment uses should have regard to these office parking standards and take account of the significantly lower employment density in such developments. A degree of flexibility may also be applied to reflect different trip-generating characteristics. In these cases, appropriate provision for electric or other Ultra-Low Emission vehicles should be made. D 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: 1) the provision and operation of (existing and future) public transport, especially in relation to bus reliability 2) the impact on the ability to deliver Healthy Streets, promote active travel and deliver mode shift 3) the impact on congestion and air quality locally and on neighbouring boroughs and districts outside London as appropriate 4) a commitment to increase or enhance publicly-available cycle parking 5) a requirement (via Travel Plans) to reduce car parking provision over time and convert it to other uses. E Boroughs should not seek to adopt more generous standards borough-wide. F 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. G A Parking Design and Management Plan should be submitted alongside all applications which include car parking provision. H Disabled persons parking should be provided as set out in Policy T6 .5 Non-residential disabled persons parking . Table 10.4 - Maximum office parking standards Table 10.4 shows the maximum parking standards in office developments Location Maximum parking provision* Central Activities Zone and inner London Car free^ Outer London Opportunity Areas Up to 1 space per 600 sq.m. gross internal area (GIA) Outer London Up to 1 space per 100 sq.m. (GIA) Outer London locations identified through a DPD where more generous standards apply Up to 1 space per 50 sq.m. (GIA) * 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 Policy T6 .5 Non-residential disabled persons parking 10.6.16 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. 10.6.17 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. 10.6.18 For industrial sites , the role of parking – both for workers and operational vehicles – varies considerably depending on location and the type of development proposed. Provision should therefore be determined on a case-by-case basis, with the starting point for commuter parking being the standards in Table 10.4 with differences in employment densities [184] taken into account. Flexibility may then be applied in light of site-specific circumstances as above. Operational parking should be considered and justified separately.London Plan Policy T6.2 · official source →