24 — Parking provision and design.

London Plan maximums standards apply across the borough. In areas of the borough that have low public transport access (PTAL 0-1) where no improvements are planned, the minimum residential parking standards set out in Table 11 (below) will also apply: Table 11 Minimum Parking – PTAL 0-1 (Outside of the Opportunity Areas) 1 Bedroom 2 bedrooms 3+ bedrooms 0.5 spaces per unit 1 space per unit 1.5 spaces per unit In all areas, subject to the standards set out in Table 11 being met, the Council will support proposals that: i. Consider the location and layout of parking provision at the earliest stage and as an integral part of the design process; ii. Locate parking close to people’s homes and in areas with natural surveillance; iii. Provide intensive and durable planting in regular intervals that visually screens the continuity of car parking to the front of dwellings and provides a green street scene; and iv. Include car club membership open to all and provide on-site car club parking spaces. Where a development proposal would result in a net loss of car parking spaces the applicant will be required to robustly demonstrate that there is no need for these spaces. Planning conditions and legal agreements may be used to restrict eligibility for on-street residential and commercial parking permits, irrespective of the amount of parking spaces provided off street as part of the development. Parking provision in new shopping and leisure developments should serve the area/centre as a whole. It should not be reserved solely for use in connection with the development proposed and be provided as short stay parking. Disabled parking and cycle parking should be located closest to town centres and the entrance to the facilities and should include provision for long and short stay use. The Council will support development proposals that provide adequate off street servicing arrangements for commercial vehicles and general servicing. 10.2.1 Car parking for development should aim to strike an appropriate balance between meeting the essential parking needs of the site whilst neither acting as a discouragement to using public transport nor adding to demand for on-street parking. Discussion of the appropriate balance should form a key part of Transport Assessments. Travel Plans should be developed to minimise the need for car-based access. Local Plan 2016-2031 Adopted 2021 London Borough of Havering 10 Connections Developments should seek to provide the minimum realistic amount of car parking for the scheme, without undue risk of overspill parking onto surrounding streets. The allocation of car parking should consider the needs of disabled people, both in terms of quantity and location. 10.2.2 Developments will be supported that comply with the London Plan parking standards for all other forms of parking including for cycles, motor-cycles, cars for disabled people, electric vehicle charging points and coaches; 10.2.3 The Council’s approach to off-street car parking standards is to ensure that parking is not over-provided at destinations served by good public transport (maximum levels of provision), but to recognise and respect the decision many residents make to continue to own a car and ensure that adequate levels of off-street parking are provided in new residential development in areas with lower levels of accessibility to public transport. The Council considers this is justified and appropriate in Havering because the borough is not well provided with public transport services for some journeys and there are no practical alternatives to making journeys by car. 10.2.4 The London Plan Parking Standards clearly outline the need for more sustainable travel. The parking standards for outer London boroughs allow for additional parking in comparison to central London boroughs. This is determined by the access to public transport, as identified by the TfL's Public Transport Accessibility Levels (PTAL). 10.2.5 Table 11 sets out minimum parking standards for PTAL’s 0-1. Applying minimum standards to some specific parts of the borough that are PTAL 0-1 recognises that the London Plan provides outer London boroughs with the opportunity to apply a more flexible approach to parking standards in these areas. 10.2.6 Some areas of the borough (such as central Romford and Upminster) have good or very good access to public transport. In areas well served by public transport and therefore with high PTAL levels, the Council has an obligation under the London Plan to reduce private car use and provide fewer parking spaces in comparison to other parts of the borough. 10.2.7 Car clubs and pool car schemes are becoming increasingly popular as a means of reducing the need for people to own a car, particularly in areas of good public transport accessibility where there may only be occasional need to use a car. The Council will expect the inclusion of a publicly accessible car club scheme where the scale of development would support the provision of such a scheme. 10.2.8 The London Plan has also set out a requirement for electric vehicle charging point parking spaces to be included within a development. Therefore, developments will need to include the minimum required electric vehicle parking spaces as required at the time of the application. 10.2.9 The Council will expect parking provision to be provided on site, however it is recognised that this may not always be sufficient. In situations where in-curtilage parking is required, it should be located close to the home to avoid inconvenience and increase natural surveillance. Large, isolated car parks should be avoided. Whilst parking will be provided within private areas, it should be recognised that people will wish to park where they consider convenient and this is often on the existing or proposed street. This should be taken into consideration, and parking designed to be convenient for residents so that streets are not dominated by cars.

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