Parking – what works where (second edition) (HTML)

Question 1

Foreword

Accepted Answer

The most recent National Housing Design Audit ^{[footnote 1]} shows that car parking remains a common problem.

This guide does not specify how much parking should be provided, but focuses on making it efficient, attractive, safe and multifunctional. Inefficient parking can use 25% to 50% of land, so one of the main purposes of this guide is to help you reduce the amount of land lost to poorly organised parking. This can enable greater density.

The original ‘Car parking – what works where’ was published by Homes England’s predecessor organisation, English Partnerships, in 2006. The guide focused on common car parking treatments and reviewed how successful they are in providing adequate levels of safe parking within a high-quality environment. This update addresses changes in policy focus, notably to:

consider a vision-led transport approach, as cited in the National Planning Policy Framework (NPPF)
create compact places that support higher housing density, reduce demand for parking and use land efficiently
enable walking and wheeling
consider the impact of:
- climate change
- the biodiversity crisis
- surface water flooding
- overheating mitigation
- health and wellbeing considerations

Significant elements of the guide

These include:

golden rules for parking
parking strategies — these take into account the updated policy focus and should be incorporated into the design process to enable successful placemaking
selected treatments — the guide does not cover all car parking treatments in detail, just those that are hard to get right, are often unsuccessful and need to be handled with care
residential cycle storage — included in this update
19 case studies — ordered by their location types and demonstrating a mix of parking treatments, which are analysed for advantages and drawbacks

Question 2

Acknowledgements

Accepted Answer

Project team

This document was produced by a team led by consultants Proctor and Matthews Architects and Design for Homes on behalf of Homes England. It follows a review of ‘Car parking – what works where’ by BDP.

Lists are presented in alphabetical order.

The core team comprised:

Amy Burbidge (Homes England)

Annabel Keegan (PJA)

Andrew Matthews (Proctor and Matthews Architects)

Blazej Czuba (Maccreanor Lavington Architects and Urbanists)

David Birkbeck (Design for Homes)

Georgina Bignold (Proctor and Matthews Architects and the University of Dundee)

Jon Sandford (Homes England)

Kevin Logan (Maccreanor Lavington Architects and Urbanists)

Matt Wykes (PJA)

Neil Swanson (Landscape Projects)

Phil Jones (PJA)

Stephen Proctor (Proctor and Matthews Architects)

Sounding board

Further advice was received from an invited sounding board.

This consisted of:

Kevin McGeough (Ebbsfleet Development Corporation)
David Milner (Create Streets)

Points on the parking treatments for rear courts, front courts and undercrofts and podiums are based on the Ebbsfleet Parking Guidance and replicated with thanks to Ebbsfleet Development Corporation.

Case studies and precedent examples

A number of case studies were investigated in the compilation of the document. The examples included were chosen because they represent good practice in the cycle and car parking typology illustrated.

These are listed along with the individuals who provided assistance.

Miles Price (British Land)

Jonny Anstead (TOWN)

Will Elliott (Active Travel England)

Photography

All photography taken by Homes England unless otherwise credited.

Diagrams

All diagrams have been created by Maccreanor Lavington Architects and Urbanists unless otherwise credited.

Maps

Survey material with the permission of Ordnance Survey on behalf of the Controller of His Majesty’s Stationery Office. Crown copyright.

Question 3

1. Introduction

Accepted Answer

Image 3 — Cottam Meadow, Preston

Pedestrian priority at Cottam Meadow, Preston.

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1.1 Parking design and sustainable places

Homes England champions increased residential density with appropriate levels of well-designed car parking, supported by a vision-led transport planning approach.

It does not recommend zoning areas of land for single uses, creating isolated developments or low-density sprawl. This makes public transport unviable, challenges walkability and creates car dependency.

Figure 1 — Homes England’s Sustainable Placemaking Outcomes

Centre

Homes England Sustainable Placemaking Outcomes

Inner

Healthy

Resilient

Inclusive

Outer

Movement — Walking, wheeling, cycling and public transport are prioritised.

Wellbeing — Homes and places support belonging, wellbeing and safety for all.

Character — Homes and places are desirable, have a strong identity and sense of place.

Accessibility — Homes and places are functional and accessible to all.

Economy — Places support a thriving local economy with jobs and local services near where people live.

Stewardship — Homes and places are made to last and are well looked after.

Resources — Homes and places are net zero carbon and resource efficient.

Climate — Homes and places respond to the impacts of climate change.

Nature — Nature thrives, is protected and is accessible to all.

Policy context

The National Planning Policy Framework (NPPF) ^{[footnote 2]} now promotes vision-led transport planning and many local authorities promote ‘20-minute neighbourhoods’ ^{[footnote 3]}. These approaches seek to create sufficient density to enable walking and cycling to services and amenities, which in turn supports a reduced car parking demand. As local authorities look to tackle climate change, air pollution and promote healthier lifestyles, they want to develop places where people can live well locally.

Connected places encourage active travel, promote social cohesion and health while reducing carbon emissions from transport.

Health and wellbeing

There is now a substantial and increasing body of evidence that you can tackle preventable diseases by shaping the built environment, so that healthy activities and experiences are integral to people’s everyday lives. The health outcomes of not creating walkable, compact, well-connected places that enable social interaction and provide access to the natural environment are stark. Recent analysis from Tackling Root Causes Upstream of Unhealthy Urban Development (TRUUD) ^{[footnote 4]} shows that health outcomes are interconnected and inseparable from place and housing, and therefore parking.

Climate crisis and resources

Surface transport is currently the highest carbon-emitting sector in the UK economy, and it has been since 2015. In 2023, surface transport accounted for 24% of UK emissions ^{[footnote 5]}. Mode shift to active travel is one of the most cost-effective ways of reducing transport emissions ^{[footnote 6]}.

Biodiversity net gain (BNG) and surface water mitigation

Mandatory biodiversity net gain legislation requires development to leave natural habitats in a measurably better state than before development. This requires land use to be carefully considered so that hard landscape for parking does not dominate. As flooding risk continues to rise it is important to moderate the amount of hard surfacing for parking (and parking access) within development and to leave space for surface water runoff to be managed.

Resources

Land is a finite resource and car parking is often vacant and unused for long periods of time so parking needs to be multifunctional. Some parking structures can have a large carbon footprint, which needs to be a consideration in the design of new developments.

The cycle of induced demand

Almost 20 years have passed since Manual for Streets (MfS) and ‘Car Parking – what works where’ were first published. Manual for Streets, published in 2007, states that parking should not dominate the streetscape, and designs should encourage walkability, safety and a pleasant environment. Parking should be integrated into the development in a way that does not compromise the quality of the public realm.

However, the location and design of new development has increasingly locked residents into car dependency, increased car ownership and compromised the public realm.

The cycle of induced demand leads to ever more cars on the roads, and increased demand to park them. Developments that are remote with limited public transport will inevitably have even greater pressure. So while this document is about how to manage parking, the importance of choosing sustainable locations for new developments that do not promote car dependency cannot be underestimated.

Figure 2 — The cycle of induced demand

Congested roads and streets
Political pressure
Investment in new or wider roads
Development and construction
Easier and more convenient to drive
More people decide to drive or to drive further
More cars on the road

Image 4 — Residential street

A new development where vehicles are given priority.

Some residential developments have been designed around the needs of vehicles rather than people.

Description: A housing development with cars parked on a residential street — on driveways, the road and in parking bays.

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Read Streets for a Healthy Life for more information on streets that support walking and cycling.

1.2 Car ownership trends

Ownership levels

Policy seeks to reduce car use and the dominance of cars. However, in reality, more cars need to be accommodated. Census data converted to heatmaps shows the difference between 2001 and 2021.

To understand the changing average car ownership levels in England over 20 years, PJA obtained census data from the Office for National Statistics (ONS). Looking at a typical 3-bedroom owner-occupied house, the census data shows that the average number of cars and vans owned has increased over the period.

Figures 3 to 5 show average vehicle ownership recorded in the 2001, 2011 and 2021 censuses.

Looking at the change in car or van ownership as a percentage over the 20-year period, it is clear that the majority of England has seen increases in average car or van ownership, and by 2021 large areas of England now have average car ownership of more than 1.5 vehicles per household (in a 3-bedroom house).

Figure 3 — 2001 census

Figure 4 — 2011 census

Figure 5 — 2021 census

Copyright for Figures 3 to 5 inclusive, PJA.

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Owned, 3-bedroom house, with average number of cars and vans shown.

The 2001 data is only available by number of rooms and therefore assumes that a property with 5 habitable rooms equates to a 3-bedroom property.

Geographic trends

Figure 6 illustrates the percentage change in ownership over the same time period. This shows that more rural locations have seen larger increases (as shown in orange and red). In contrast, London and the Greater London boroughs have seen reductions in ownership over the same period (as shown in green).

Figure 6 — Change in car or van ownership (2001 to 2021)

Copyright PJA.

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Car ownership increased across most of England but fell in London.

Car ownership by tenure

The table and graphs show average car ownership for 3-bedroom houses and flats. The data is separated by tenure.

Car ownership is highest among households that own their home outright and lower among rented and shared-ownership households.

Car ownership is also clearly increasing across census years for houses, but remains generally consistent for flats.

Figure 7 — Census data table showing average cars by tenure

Tenure	Average car ownership 2001 census	Average car ownership 2011 census	Average car ownership 2021 census
3-bedroom house — Owned outright	1.21	1.40	1.48
3-bedroom house — Shared ownership	1.11	1.28	1.44
3-bedroom house — Rented	0.72	0.89	1.09
3-bedroom flat — Owned outright	1.00	1.05	1.03
3-bedroom flat — Shared ownership	0.75	0.78	0.74
3-bedroom flat — Rented	0.61	0.64	0.69

Figure 8 — Average cars by tenure — 3-bedroom house

Tenure	Average car ownership 2001 census	Average car ownership 2011 census	Average car ownership 2021 census
Owned outright	1.21	1.40	1.48
Shared ownership	1.11	1.28	1.44
Rented	0.72	0.89	1.09

Figure 9 — Average cars by tenure — 3-bedroom flat

Tenure	Average car ownership 2001 census	Average car ownership 2011 census	Average car ownership 2021 census
Owned outright	1.00	1.05	1.03
Shared ownership	0.75	0.78	0.74
Rented	0.61	0.64	0.69

Question 4

2. The golden rules

Accepted Answer

The golden rules apply to all locations.

Image 5 — Brooks Dye Works, Bristol

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2.1 The golden rules

The golden rules explain the best way to deliver parking on residential schemes.

1 — Target flexible ownership

Unallocated parking is the most efficient, as it helps balance the needs of households with different levels of car ownership. If a parking bay is no longer needed for an occupant, someone else can use it, which is best delivered by taking some parking bays off-plot.

2 — Make walking and cycling easy

Make walking and cycling easy, with greater density and compactness to reduce the need for cars. Provide safe, secure and easily accessible cycle parking. Cycle parking should be a pleasure, not a struggle.

3 — Get the streets right first

Get the streets right before the parking. A clear street hierarchy is needed for placemaking and wayfinding, and will help you plan different types of homes. Having a variety of streets with a good sense of enclosure is less costly than trying to create character by spending on the buildings. Streets and spaces should not be dominated by parking, so they can also be places for social interaction.

4 — Use a range of parking

A broad range of house types and parking treatments is key to placemaking. There isn’t a single best solution. Each parking treatment should reflect the density of a development, the particularity of a place, how busy the street is and how it contributes to a compact walkable layout.

5 — Efficient parking raises density

Raise density by reducing land dedicated to highways and parking, not the size of homes. Parking and streets typically take up about a quarter of the land on site, with about 8 to 9% of the land budget being parking alone, and this can be considerably more, depending on house and parking types.

Most schemes in this guide raise density by shrinking the set backs of buildings to the street, not surrounding buildings with an apron of surface parking. This maintains the delivery of good-sized homes with direct street access and reduces dependence on apartment blocks for density.

6 — Avoid single-purpose land use

Avoid dedicating land to a single purpose, especially parking. Land that contributes a range of requirements alongside parking, such as helping to manage surface water, incorporating leisure and play space and supporting biodiversity, is efficient land use.

7 — Think about landscape

Convert the look and feel of parking by investing more in landscape, such as street trees, hedges and planting. Alongside the improved appearance, landscape brings much-needed shade to reduce the build-up of heat on streets and in cars and helps to manage surface water and air quality too. Use specialists to advise on the design, maintenance and adoption.

8 — Consider grouped parking

Grouped parking requires less circulation and access space and is often more efficient in land use terms. Grouped parking could be on the periphery or where the streets widen out, such as in squares.

9 — Include integral garages

Integral garage and courtyard house types that include parking within the footprint of the dwelling help increase density and provide a more secure solution for EV charging. These designs need to be wider than most current house types, with additional width to allow for secure bike storage. However, the use of a wider house plan, with an integral garage and a minimal set back from the road can lead to achieving a greater density.

10 — Avoid narrow frontages

Over-reliance on narrow-fronted house types with parking perpendicular to the carriageway (to the front or side of the curtilage) generally frustrates the previous rules.

2.2 Building for a Healthy Life

Building for a Healthy Life is a design toolkit for neighbourhoods, streets, homes and public places. It is organised under 3 headings: Integrated Neighbourhoods, Distinctive Places and Streets for All. It guides you from strategic to detailed design considerations. This chart shows the golden rules and other site planning considerations arranged under the 3 headings.

Figure 10 — Building for a Healthy Life diagram

Integrated neighbourhoods

1 — Target flexible ownership, flexible access or both as part of the brief.

2 — Make walking and cycling easy by making connections to places and public transport services in the most direct way. Connectivity can also be used to lessen the parking demand for the site and support higher densities.

Distinctive places

3 — Get the streets right first

4 — Use a range of parking treatments

5 — Raise density with efficient parking

6 — Avoid single-purpose land use

Streets for all (micro)

2 — Make cycling easy (storage)

7 — Think about landscape

8 — Consider grouped parking

9 — Include integral garages

10 — Avoid narrow frontages

Question 5

3. Parking strategies

Accepted Answer

This chapter sets out parking strategies that should be incorporated into the design to enable successful placemaking.

Image 6 — Goldsmith Street, Norwich

3.1 Target flexible ownership and access to reduce the amount of car parking

Car parking provision should be based on the expected demand in the locality. Unallocated communal car parking should be included in most residential layouts, together with some allocated parking. It is beneficial because it only needs to provide for average levels of car ownership. It allows for changing demand over time and provides parking for both visitors and residents. It can accommodate car parking demand from non-residential uses in mixed-use areas, which will tend to peak during the daytime when residential demands are lowest.

Allocated versus unallocated

The important difference between allocated and unallocated relates to whether specific car parking spaces are reserved for particular residents or vehicles (allocated), or whether car parking spaces are shared and available to any vehicle (unallocated).

Where possible, target flexible ownership of each bay, as not all car parking spaces need to be allocated to individual properties. Unallocated car parking provides a common resource for a neighbourhood or a specific development and can provide greater flexibility and more efficient use of space. However, allocated car parking may be necessary in certain circumstances, particularly in developments with higher car parking demand.

Target flexible access to car parking bays so that car parking can be used by others at different times of the day.

Image 7 — Barton Park, Oxford

Allocated parking.

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Image 8 — Telford Millennium Community

Shared unallocated courtyard.

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Image 9 — Allocated parking, Colchester

Every bay in some developments is allocated, which doesn’t leave any space for visitors or any other form of flexibility.

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Advantages and disadvantages of allocated and unallocated car parking

Unallocated parking is the most efficient, as it helps balance the needs of households with different levels of car ownership. ‘Manual for Streets’ ^{[footnote 7]} and ‘Car Parking – what works where’ set out the advantages of using allocated versus unallocated car parking in new developments. It is still recommended that these principles are adopted.

Allocated car parking

Defined spaces: In allocated parking, each residential unit (such as a house or apartment) is assigned a specific parking space.

Advantages: It guarantees a parking space for each resident. It can reduce the likelihood of parking congestion, as everyone has their own space. It can accommodate the Part S EV charging requirement. It is better for accessible homes.

Disadvantages: It may lead to inefficient use of space if a resident with an allocated space doesn’t use it, while others who don’t have allocated spaces struggle to find parking. It can result in a greater amount of land being used for parking rather than for other amenities.

Unallocated car parking

Shared spaces: Unallocated parking means that there are shared spaces, and any resident or visitor can park in any available space.

Advantages: It makes better use of the parking spaces because there is more flexibility for residents and visitors to park. It allows for a more efficient use of land, as parking spaces are used as needed rather than being locked to individual residents. There may be fewer spaces overall, but they can be better utilised.

Disadvantages: There’s a risk of parking congestion or residents being unable to park close to their homes if spaces are full. It can lead to difficulties in managing the allocation of spaces if demand exceeds supply.

Towards a hybrid approach

Rigidly applying the same quantum of parking for each dwelling does not reflect need. For example, applying a 200% parking ratio will only reflect the need of 1 in 3 households. Looking in more detail at a typical 3-bedroom owner-occupied house, the 2021 census shows that there is significant variation in the number of cars or vans owned by different households.

The data shows:

Percentage	Cars
11%	0
43%	1
35%	2
8%	3
3%	4 or more

Using a representative sample of 10 homes, the data shows:

Cars	Homes
0	1
1	4
2	4
3	1
4 or more	0

Scenario 1 — allocated car parking

Applying a typical ‘allocated’ approach to car parking in a new development would need to provide the following car parking provision (assuming 2 number-allocated car parking spaces per household):

1 home = 2 × allocated spaces

Total 10 homes = 20 allocated parking spaces

Based on the ownership levels from the 2021 census we know that these homes on average own 15 cars and vans. Therefore, based on the scenario:

10 homes of 2 × allocated spaces per household

Total 10 homes = 15 cars owned

Summary

6 allocated parking spaces are unused. 1 additional parking space is needed, meaning 21 spaces would be required to meet demand.

Figure 11 — Scenario 1: Allocated parking approach

House number	Allocated	Additional
House 1	0 cars	0 cars
House 2	1 car	0 cars
House 3	1 car	0 cars
House 4	1 car	0 cars
House 5	1 car	0 cars
House 6	2 cars	0 cars
House 7	2 cars	0 cars
House 8	2 cars	0 cars
House 9	2 cars	0 cars
House 10	2 cars	1 car

Total allocated = 20 spaces

Total allocated used = 14 spaces

Total unallocated = 0 spaces

Total additional parking = 1 space

Total spaces required to meet demand = 21 spaces

Scenario 2 — hybrid car parking

Applying a ‘hybrid’ approach to car parking where 1 allocated parking space is provided per house (to accommodate Part S EV charging requirement) and some unallocated (shared) parking is also provided will result in significant efficiencies.

10 homes = 1 × allocated spaces per household

Total 10 homes = 15 cars owned

Summary

Based on the ownership levels from the 2021 census we know that these homes on average own 15 cars and vans. Therefore, based on a hybrid approach:

10 homes = 1 × 10 allocated spaces

1 number-allocated space unutilised (household with zero car ownership)

6 number-unallocated car parking spaces

16 car parking spaces required

The scenarios show that a hybrid approach uses land more efficiently without reducing the amount of parking provided.

Figure 12 — Scenario 2: hybrid car parking approach

A hybrid approach requires 31% less space for cars.

House number	Allocated	Unallocated
House 1	0 cars	0 cars
House 2	1 car	0 cars
House 3	1 car	0 cars
House 4	1 car	0 cars
House 5	1 car	0 cars
House 6	1 car	1 car
House 7	1 car	1 car
House 8	1 car	1 car
House 9	1 car	1 car
House 10	1 car	2 cars

Total allocated = 10 spaces

Total allocated used = 9 spaces

Total unallocated = 6 spaces

Total spaces required to meet demand = 16 spaces

The scenarios show that a hybrid approach is more land-efficient without impacting the car parking requirement.

A hybrid approach requires 31% less space for cars.

Alternatives to on-plot parking: allocation in the public realm

While unallocated off-plot parking is the most land efficient type of parking, many developers cite a need to be able to offer a home with dedicated on-plot parking.

Other options exist:

Allocate 1 space and rent other spaces from the highway authority through a controlled parking zone (CPZ).
Rent spaces rather than sell them.
Allocate spaces off-plot within the street but outside the adopted highway (refer to Image 10 and Image 11 case studies).

Example — Horsted Park, Kent

At Horsted Park, Kent, the developer Countryside Properties moved away from the usual approach to selling on-plot parking. The parking is in the shared surface right-angled to the carriageway but the pavement sweeps behind the back of it and separates the house from the parking bay, so the parking bay is demised in the public realm. Refer to case study 14.

Image 10 — Horsted Park, Kent

Parking bays are demised in the public realm at the front of the homes.

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Example — Mulberry Park, Bath

At Mulberry Park, Bath, the on-street bays are allocated to the property. The street where they are located also contains a bus route. The on-street parking spaces are numbered on the paving as well as in signage on the railings for each home.

Image 11 — Mulberry Park, Bath, photo courtesy of Annabel Keegan.

Parallel bays are allocated in the public realm.

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3.2 Get the streets and spaces right before the car parking arrangements

Places with character that have a strong identity and sense of place include a wide range of streets and spaces. Work out the hierarchy of squares, boulevards, streets, lanes and mews before the parking arrangement. Each requires a different parking approach so that parking does not dominate and the streets and spaces can support social interaction.

It’s a balancing act

The requirement to control the impact of the car for pedestrian-friendly streets has to be offset against the need to keep the street active, which parking in the street does. Few residents prefer the aesthetic of a car-free street to easy access between the car and the home.

Prioritising streetscapes can lead to over-dependence on rear courts. One challenge with this approach is that residents will still park near their front doors and ignore the rear court bays. An element of well-designed on-street car parking is the only answer to this demand. But this does not equate to monotonous on-plot frontage car parking. Cycle parking for visitors should also be well-integrated into the streetscape.

Off-the-shelf highway designs do not create attractive environments. Neither does adopting a single urban design solution — it is not appropriate for a particular parking treatment to become the new default setting. This guidance recommends that schemes employ a range of car parking solutions and consider incorporating some degree of well-designed on-street car parking. Particular attention should be paid to the case studies.

Image 12 — Tibby’s Triangle, Southwold

The public realm was set out before the car parking.

Description: A child playing on a paved area in front of a pop-up shop with a road leading away to residential properties in the distance with car parking shown outside of these buildings.

People-friendly spaces and streets should be considered before the car parking.

3.3 Make sure the parking supports street enclosure

A sense of place is fundamental to a richer and more fulfilling environment. It comes largely from creating a strong relationship between the street and the buildings and spaces that frame it. Sheltered streets with a sense of enclosure and little passing traffic support neighbourliness and are more pedestrian- and cycle-friendly. Streets are important places and tighter streets are easier to cross and encourage slower vehicle speeds. Landscape and tree cover will help make wider streets feel more enclosed.

Example — Abode, Great Kneighton, Cambridge

The residential street (Image 13) is 10.5 metres wide with 2-storey homes either side. This street contains landscaped privacy strips, parallel parking in some locations and street trees, which are used to calm traffic, while also allowing for the refuse vehicle. The mews (Image 14) is also 10.5 metres wide between the buildings with a shared surface containing a privacy strip (and visibility zone) to one side with parallel parking, interspersed with street trees on the other. Refer to case study 15.

Image 13 — Abode, Cambridge

A mews street. Abode, Cambridge. (Photo courtesy of Stephen Proctor).

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Image 14 — Abode, Cambridge

(Photo credit: Tim Crocker)

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Example — Goldsmith Street, Norwich

Refer to case study 6. In the development there is less than 15 metres between the building facades and a 5.5 metre carriageway, including parking parallel on either side with pavements and street trees. It works well, as the street has a very domestic and familiar feel with a good sense of enclosure. The Goldsmith Street development in Norwich includes a controlled parking zone that allows only residents and other valid permit holders to use the parking spaces.

Image 15 — Goldsmith Street, Norwich.

A street with good enclosure. (Photo courtesy of Hilary Satchwell, Tibbalds)

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Streets with parallel car parking can have a good sense of enclosure

3.4 Maximise activity in the street

Through traffic should be accommodated but not dominate residential streets, making them feel unsafe for pedestrians. Instead, refocus local residential streets to the needs of the people living there — for play, socialising and the provision of landscape — alongside the functions of access and some parking.

Significant features of streets for living and play:

They are narrow, reducing speed through the width and forward visibility.

Design speeds of 10 miles per hour.

Very low traffic movements, but they are connected into the network.

Carefully located street trees, landscaping or in-line parking bays can help narrow streets and slow speeds.

Include benches or play on the way elements in the street that encourage people to dwell.

Example — Newhall, Harlow

The design drew inspiration from the traditional morphology of English rural settlements and, in particular, the role of the ‘garden wall’, to provide spatial containment and street frontage continuity. The inclusion of this continuous architectural device enables the careful integration of surface-level car parking behind garden boundaries, within discrete garages or tucked beneath principal living levels.

Image 16 — Newhall, Harlow

A shared surface for living and play.

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Cul-de-sacs create disconnected places

The standard response in the UK to reduce through traffic used to be the cul-de-sac. Yet an over-reliance on cul-de-sacs has created disconnected places, where it is neither convenient nor easy for pedestrians or car users to get around. These disconnected street patterns make walking routes more convoluted and longer than they need to be. When routes are long and convoluted, people’s desire to walk between places is reduced. Instead, create connected streets but manage out problematic traffic, to allow for traffic to come through, but very slowly.

Image 17 — Cottam Meadow, Preston

Pedestrian priority design.

Pedestrian priority design at Cottam Meadow, Preston, developed by Barratts. (Photo credit: DK-Architects).

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Widen the street to accommodate car parking and then narrow it again to reduce speed.

3.5 There isn’t a single best parking treatment, so provide a mix

The 2019 National Housing Design Quality Audit concluded that the least successful design elements nationally relate to overly engineered highways infrastructure and the poor integration of storage, bins and car parking. Striking a balance between convenience and avoiding car domination remains difficult. The most successful schemes used a mix of on-plot provision with direct access, alongside on-street parking integrated with landscape and tree planting.

Case study examples

The case studies show that mixing parking treatments helps to ensure sufficient variety, related to the street type and housing type.

Use a combination of on-plot, off-plot and on-street, according to location, house type, typology and street type.

Horsted Park, Chatham, Kent

The cars parked on the right of the photo are on-plot with the additional space in a garage or car port, while the houses on the left have car parking allocated in the street.

Kidbrooke, London

The cars are parked perpendicular or parallel to the street, screened by hedges, or beneath apartment podiums.

Image 18 — Kidbrooke, London

A street with a good sense of enclosure, provided by the trees and the ratio of street to buildings.

Description: Hedges screening cars in a street with a good sense of enclosure provided by the trees on the back edge of the footway and scale of street and buildings.

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Kelham Island, Sheffield

The cars are parked in integral garages and in a podium.

Aura and Abode, Great Kneighton

The cars are parked in the street in line with the pavement and perpendicular to the pavement, in integral garages, in courts and in flats over garages (FOGs).

Image 19 — Horsted Park, Chatham, Kent

A range of parking treatments.

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A range of car parking treatments more closely matches need and creates better streets.

3.6 Choose a treatment that suits the density of a development

Some treatments work well in most locations, but be alert to the limits of others. The traffic lights indicate how well a treatment will fit within the urban design of a central, urban or suburban location. As always, there are other considerations that are explored in the case studies. Cycle storage and visitor cycle parking provision should be universal.

Why traffic lights?

Traffic light symbols indicate the suitability of each treatment in a given location. For example, the podium car park gets an amber rating in suburban locations, not least on cost considerations. By contrast, the parking square gets a green light for each location because it can be scaled up according to whether it is in a village, town or city to accommodate more spaces. Traffic lights are not definitive. For example, the use of right-angled on-street parking with 2-storey houses will increase the street width needed to accommodate it. Right-angled parking will usually work, but only if building heights are scaled up to compensate. As always, there are other considerations that are shown in the case studies.

Most car parking treatments have clear locations. Some treatments, when applied with care, can be made to work in locations where they are not best suited. The guide urges care with these treatments in these locations. An amber signal means proceed with caution.

EV charging

EV charging needs to be appropriately integrated into the street or on-plot. Where parking is at the kerbside, appropriate conduits and connections need to be provided across the public realm. Refer to Approved Document Part S: Infrastructure for charging electric vehicles.

Accessible parking

For accessible car parking and drop-off refer to Approved Document Part M: access to and use of buildings. Check local planning policy for on-street accessible parking quantum.

Bay sizes

Check whether your local authority has a requirement for a non-standard bay size.

Mobility hubs, cycle hubs and car clubs

These can support a shift away from private car use to embrace active travel and sustainable transport by providing a flexible service to fulfil occasional trips. They lead to more efficient use of a smaller number of newer and greener vehicles, freeing up space for the creation of higher-quality liveable neighbourhoods.

Figure 13 — What treatment works where

Key to tables

Red denotes rarely suitable in that location

Amber denotes can be made to work in that location providing care is taken

Green denotes is appropriate in that location at all times.

An off-plot: front court differs from on-street: right-angled in that it is partly enclosed by buildings or walls. An off-plot: car parking square has parking arranged around a central landscaped space. Further parallel car parking may be located to the other side of surrounding streets.

Off-plot (structure)

Type	Central	Urban	Suburban
Multi-storey (multi-use)	Green	Amber	Red
Car barn	Green	Green	Green
Underground	Green	Amber	Red
Undercroft	Green	Green	Red
Podium	Green	Green	Amber

Off-plot (court)

Type	Central	Urban	Suburban
Front court	Red	Green	Amber
Rear court	Amber	Amber	Amber
Parking square	Green	Green	Green

On-street

Type	Central	Urban	Suburban
Central reservation	Green	Green	Amber
Right-angled	Green	Green	Green
In-line	Green	Green	Green
Integral garage	Green	Green	Green

On-plot

Type	Central	Urban	Suburban
Attached garage	Red	Amber	Green
Car port	Red	Amber	Green
Hardstanding	Red	Amber	Green
Detached garage	Red	Red	Green
Mews court	Amber	Green	Green
Chauffeur unit	Red	Amber	Green

Flat over garage (FOGs)

Type	Central	Urban	Suburban
Flat over garage	Red	Amber	Green

Cycle storage

Type	Central	Urban	Suburban
Cycle storage	Green	Green	Green

3.7 Make the parking efficient — on-street parking can be better than rear courts

Car parking in rear courts, which requires dedicated access routes and manoeuvring space, often results in smaller gardens and more hard landscape. It is usually easier to integrate parking well into a multifunctional street and square. It is possible to design rear parking courts as spaces with generous landscape and opportunities for social interaction, but this is rare, so be cautious in using this treatment. Design courts to minimise hard surfaces and manoeuvring areas for cars.

Learning from Upton versus Kew, London

At Kew, the parking ratio is 1.4 spaces per dwelling and there is a net density of 43 dwellings per hectare (dph). Upton, Northampton, is made up of large perimeter blocks containing rear courts with 1.6 spaces per dwelling (only 0.2 more than Kew).

At Kew, the total garden and landscape area (including front and back gardens and street trees) is approaching about 50% of the site and the development area is about 20% of the site. Whereas at Upton you have a hardscape of about 50% and the amount of soft landscape has dropped to around a quarter. Therefore the soft landscaping, that would absorb water and mitigate the impact of climate change, has been replaced with hard surfaces for rear court parking. Overall Upton devotes 27% more land to roads and parking than Kew but provides only 0.2 of an extra space per home.

Figure 14 — Kew and Upton areas of analysis

Showing building footprints, roads and car and garden areas.

Image 20 — Great Kneighton

Rear parking and part front parking court. (Photo courtesy of Design for Homes).

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Car parking within the block can work when properly animated and landscaped.

3.8 Limit the visual impact of car parking with landscaping

Use soft landscape to subdivide and screen car parking

Extensive areas of hard paving are visually unattractive, reduce surface-water infiltration and contribute to overheating. Replacing some hard paving with porous surfaces and rain gardens can help manage surface water as part of a SuDS solution. Hedges provide visual screening; when clipped to 1,450 millimetres they will screen most cars, but allow views. Single-species hedges are valuable habitats but for maximum biodiversity value use a mix of native species.

Image 21 — Trees and thick hedges between car parking bays

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Integrate car parking into the existing landscape setting

Existing trees, hedges and other landscape features are valuable as established greenery in new developments. They will likely have high biodiversity value which will take years to replace and therefore should be retained and integrated into site designs. Car parking spaces should be carefully positioned in relation to existing landscape features, making use of porous surfaces and ‘no-dig’ construction to avoid impact on root zones.

Image 22 — Edgware Green, London with cars parked near existing trees and grassed banks.

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Locate car parking within a framework of green infrastructure

Locate car parking within a framework of greenery: Areas of car parking can provide opportunities for developments to meet their planning obligations for urban greening, sustainable drainage (SuDS), biodiversity improvement, play and amenity space provision. Design the parking as part of the landscape strategy. By allowing for planted and porous surfaces, hedges and tree planting, opportunities for green infrastructure can be maximised.

Image 23 — Roussillon Park, Chichester.

Cars parked under trees.

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Image 24 — A Cambridge street lined with trees.

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Limit the visual impact of the car parking with landscape and street trees.

3.9 Incorporate integral garage house-types

Terraces are often associated in new development with on-plot perpendicular car parking to the frontage, creating wide car-dominated streets. House types that integrate garages can help to create successful schemes.

They can be compact, retain an active frontage and use land efficiently, enabling higher densities to be achieved. As the parking does not need to be located in the street, narrower street widths can be achieved, which also contributes to efficient land use.

Image 25 — Brabazon, Bristol. House with integrated garage

Image 26 — Edgware Green, London. House with carport.

Image 27 — Horsted, Chatham, Kent. House with integrated garage.

Image 28 — Kelham Island, Sheffield. Block with integrated garages.

Image 29 — Accordia, Cambridge. House with integrated garages.

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A home in a mews street with an integral garage and minimal set back can help achieve a greater density.

3.10 Consider grouped car parking or a ‘car barn’

Grouped car parking

Grouped car parking can support terraces and narrower streets, allowing more homes to be built. The car parking can be in the most efficient form with direct access from the road network, thereby not requiring land for access routes or on-plot car parking spaces. Landscaping should be used to mitigate the visual impact of the parking. This arrangement can also enable the land for parking to be repurposed in the future. In larger developments, grouped parking could be one of a number of parking strategies employed in the neighbourhood design.

Example — Marmalade Lane, Cambridge

The scheme is located on the edge of the city, so it is well connected but it is still a suburban site. The car parking ratio is low at 1.25 spaces per dwelling. Car parking is concentrated to the periphery, allowing the rest of the public space to be just for shared and private gardens, and an internal car-free pedestrian street.

The diagram shows how much space is given over to parking, releasing land for the communal garden. For comparison, on the left is the adjacent development, Orchard Park. The development density and car parking ratios are pretty similar, so the efficient use of land is down to how the parking is designed and located.

Figure 15 — Marmalade Lane compared to Orchard Park to the west

Diagram based on an image provided by TOWN.

Car barns

Car barns, like grouped parking, are remote from the home within a new development but are covered, secure parking locations. Both types of grouped parking represent a challenge to the traditional relationship between homes and their parking spaces. Having to walk a couple of minutes to your car will encourage more people to choose to walk or cycle for short trips. Mobility hub elements can be integrated into a car barn.

Example — Hill Rise, Woodstock, Oxford

The Blenheim Estate’s brief to challenge car-dominated suburbs results in fewer car-dictated roads and mostly terraced houses, allowing for more tightly knit and sociable car-free streets. Car infrastructure typically takes up 40% of the residential development area but in Hill Rise it’s closer to 14%, with the car barns as part of the solution. Improved density and reduced infrastructure allow for more open space in the development. The car barn design references local farm buildings and can be adapted for other uses, as needs change in future.

Figure 16 — Diagram of car barn based on Hill Rise.

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Example — Greenwich Millennium Village, London

The parking is located at the edge of the site, in a 2-storey car barn. Inspired by the neighbourhoods of Bloomsbury and Ladbroke Grove, the design establishes a spatial hierarchy of streets, squares, communal gardens and parks. The location of the car barn allows the shared surface streets to be narrow with a sense of enclosure, be pedestrianised and used for play. The car park is naturally lit and includes bike storage and a car washing bay. The ground is banked and landscaped to screen the structure.

Figure 17 — Diagram section of the Greenwich Millennium Village car barn, taken from the case study in CPWWW 2006.

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3.11 Incorporate cycle storage and make it secure and easy to access

Making active travel a part of everyday life requires cycle storage that is usable, easy to access, safe and secure. The high cost of cycles, in particular e-bikes, means that security is the number one priority when people choose where to store their bikes. Houses need different solutions for cycle parking from apartment blocks.

Refer to Active Travel England’s website for more detail.

Terraced housing

Avoid narrow alleys to access back garden cycle storage. Instead build it into the home itself in an integral porch or tucked in a wider secure alley behind. If the cycle storage is in the front garden space, it can be hidden behind or incorporated into the front boundary wall.

Semi-detached or detached homes

Incorporate integral garages or car ports that include cycle storage and allow adequate space for it. If the cycle storage is in the back garden, it should be a secure store with a simple direct and convenient way out to the street, not a complicated rear alley.

Apartments

Communal stores are not well used because they are not considered secure enough for residents to store their cycles. Well overlooked external storage or secure individual lockers are a better option.

Large ground-floor cycle stores can lead to blank walls onto the street. An option is to provide cycle storage on every level in smaller storage rooms accessible from communal areas. However, maintenance and access need to be considered.

Cycle storage — what works well

Location: You will be asking too much from the resident if the cycle store is more than 50 metres from the entrance door.

Security: Would the owner of the property feel comfortable leaving their cycle in the store — does it feel safe?

Spacing: Have stands 1 metre apart and 60 cm away from the wall, with aisles 3 metres wide. Show the cycle on the plan and think about the cycle manoeuvring requirements.

Variety: Don’t forget spaces for large cycles, such as cargo bikes, mobility scooters and e-scooters, and allow for visitor cycle parking.

Examples of cycle storage in houses

The following examples all have easily accessible storage at the frontage. In the second example the storage is integral to the facade and in the third example there is storage at the frontage as well as a rear communal store for cargo and other non-standard bikes. Key features include:

bespoke timber store to the hard-standing of the houses
direct access to the store from the communal garden
cars are parked in a group, so the houses look out onto a car-free central courtyard
an integral store to the front of the house to provide direct street access and security
store doors are balanced out by large areas of fenestration

Image 30 — More’s Meadow. Bespoke timber store to the hard-standing of the houses.

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Image 31 — Cala at Waterbeach. Integral store to the front of the house.

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Figure 18 — Diagram showing the cycle parking location for a house based on More’s Meadow.

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Figure 19 — Diagram of integral cycle parking in a house based on Cala at Waterbeach.

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A further example of cycle storage in houses

The development encourages sustainable transport through reduced car use and increased cycle storage options including for cargo bikes. Significant features include:

bespoke cycle store to the front of the homes
a rear garden cycle store is combined with an air source heat pump store
a communal shared, lockable store provides for larger cycles such as cargo bikes

Image 32 — Duncombe Square. Front garden store.

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Image 33 — Duncombe Square. Shared communal store.

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Figure 20 — Diagram showing cycle parking locations for a house based on Duncombe Square.

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Figure 21 — Diagram showing communal cargo cycle parking based on Duncombe Square.

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External cycle storage for apartments

The following apartment blocks at North West Cambridge include external cycle storage. Internal communal cycle stores include cycle circulation requirements and can waste floor area. Significant features include:

cycle parking is located just behind the railings to the courtyard, so it is secure, safe, easily accessible, covered and well overlooked
a communal room placed at the ground floor using the space saved by including an external cycle store at Rubicon
a free-standing shared cycle shelter accessed from a communal garden, which forms one of the garden boundary walls
a shed that is well overlooked, easily accessible and secure
a shed that is integrated into the garden with climbing plants and has a green roof

Image 34 — Rubicon, Cambridge.

Apartment cycle parking in the courtyard behind the front railings.

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Figure 22 — Diagram of apartment cycle storage based on Rubicon.

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Image 35 — Ryle Lane, Cambridge.

Apartment external cycle storage pavilion.

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Refer to CAM CYCLE Cambridge Cycle Parking guide for more detail.

Internal cycle storage in apartments

In an apartment block, keep the ground-floor active and do not line your frontage with cycle parking. Include a dedicated cycle access, provide cycle lifts and stairs and a good proportion of stacking stands alongside Sheffield stands and mobility scooter provision. At planning stage, exemplar submissions and drawings (for example, by British Land) show cycles to indicate how the circulation is appropriately sized. Significant features of internal cycle storage in apartments include:

cycle storage located to one side of the communal courtyard with an active frontage that wraps around the ground floor
cycle storage secured with metal railings, so you can see who is in there, but you can’t just wander in
Nile Street (Image 36) includes a dedicated access to cycle parking located away from the frontage

Figure 23 — Diagram showing cycle storage behind active frontages based on Dockley Street, London.

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Image 36 — Nile Street, London. A dedicated cycle access.

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Sustrans was supported by Cyclehoop to undertake research ^{[footnote 8]} into cycle parking for those on low incomes.

15% of respondents had had a cycle stolen from their home in the past 12 months, or knew someone who had.

People who live in a flat are far less likely to have a secure (27%) or accessible (23%) place to store a cycle than people who live in a detached house (60% and 58% respectively).

‘Poor cycle parking is a barrier to cycling, where it prevents people from owning and using a cycle. At a national scale, addressing the issue of poor cycle parking has the potential to unlock a significant latent demand for cycling’.

Image 37 — Selected Car Parking Treatments: Abode, Cambridge.

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Question 6

4. Selected car parking treatments

Accepted Answer

This chapter sets out in detail some car parking treatments that are hard to get right and need to be handled with care.

4.1 Making integral garage parking work

Integrated garages can be found in a number of different house types and work best in a low-speed, low-traffic street like a mews or tertiary street. While not a common ‘standard house type’, they can help solve parking problems and maintain a medium density. See ‘Strategy 9: Incorporate integral garage house-types’ for examples.

There are a few versions, including terraced homes with a double garage accessed from the rear mews street, while the house fronts the main street. There could be an annex or terrace above the garage. This typology can provide high-density, large family houses. It also works where direct access to parking from the front street isn’t allowed due to highways regulations.

Others include:

houses with a side drive-through (tandem) integral garage with accommodation above
houses with a single integral garage with accommodation above
wide-fronted town houses over a double or triple garage
courtyard houses that have a courtyard space behind a side garage
Flats Over Garages (FOGS)
side carports with a garden terrace above

Integral garages — what works well

Side garages with accommodation above should not extend beyond the front elevation or the rear elevation.

Single garages should be a minimum of 3.6 metres wide by 6 metres deep.

Tandem garages should be 3.6 metres wide and 11 metres deep. This ensures that passengers can enter and exit the car easily when it is parked.

If bins or bikes are accommodated, an additional width of 300 millimetres to 450 millimetres should be added.

Perforated doors are preferred to blank garage doors and help prevent the garage from being used as a general store. Aim for 50% of the door to be visually open. This applies also to drive-through parking.

Garage doors should be automated to make it easier to park.

Garden terraces can be provided over garages or car ports.

A mews street needs a 500 millimetre visibility strip outside the front door.

If you set the garage back, be careful that residents don’t use the minimal driveway to park on, thereby blocking the pavement.

Ground-floor rooms should be habitable, with well-sized windows, to provide active frontage and visual connection from the home to the street. Alternatively, have large first-floor windows overlooking the street.

An elevation with continuous garage doors should be minimised in schemes — and used only on a short mews street.

Consider architectural detailing and materiality that complements the homes.

Tandem parking should never be triple tandem.

Consider providing EV charging in garages.

Figure 24 — Side drive-through or integral garage (tandem)

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Minimum width needed to open the vehicle door: 0.45 metres.

Cycle storage: Additional width and depth depend on how cycles are stored in single file. Add 0.3 metres to the width (3.9 metres total). Where cycles are stored adjacent, add 0.45 metres to the width (4.05 metres total).

Circulation space (minimum 1 metre wide) to allow a cycle to be pushed past the vehicle.

Figure 25 — Single integral garage

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Cycle storage: Additional width or depth depends on how cycles are stored.

Where cycles are stored in single file, add 0.3 metres to the width (3.9 metres total).

Where cycles are stored adjacent, add 0.45 metres to the width (4.05 metres total).

Circulation space (minimum 1 metre wide) to allow a cycle to be pushed past the vehicle.

Parking spaces in front of a garage would require a 5.5 metre space for access.

This treatment integrates cycle storage along with bin storage.

4.2 Making flats over garages (FOGs) work

FOGs — sometimes also called ‘carriage houses’ — are a useful car parking type. They can increase density and provide for a mix of homes, while meeting the car parking standards, but care needs to be taken in their application. FOGs come with an inherent risk of providing no active frontage or surveillance on the ground floor, so they should be used sparingly. FOGs work best in a street, particularly in a mews and where they are sandwiched between or opposite housing with active ground floors. The following pages show good and poor examples.

FOGs — what works well

Make FOGs part of a street. FOGs work best in a narrow mews street that has a sense of enclosure.

Use FOGs to frame spaces, at the end of a street or mews street.

If you do use FOGs in a parking court, make sure you can see them from the street, to frame a view, and so that people know there are homes in the court.

Make sure the other side of the street has ground-floor front doors and windows, otherwise both sides of the street are deactivated at ground floor.

Provide deck access, balconies or terraces for surveillance, activity and to provide a proper amenity space.

Break up runs of FOGs with conventional ground-floor entry to homes, to activate the semi-public realm at ground floor level.

Provide windows to the accommodation, for an improved sense of overlooking.

Provide closed garage doors on ground floors, to avoid an undercroft open void.

Consider using detailing to the garage door that is complementary to the architectural language of the development.

Use soft landscape in the street, particularly trees, to limit the visual impact of the garage doors.

Image 38 — Abode, Great Kneighton, Cambridge. House with an integral garage also includes undercroft parking for nearby apartments, located off a front and rear car parking court.

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Integrated car parking and FOGs can solve parking problems and maintain medium density.

Image 39 — Abode, Great Kneighton

FOGs with balconies above, so that the street is well-overlooked and activated.

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Successful FOGs at Great Kneighton, Cambridge

FOGs provide for car parking at the rear of other houses, as well as parking for themselves.

Dwellings on the opposite side of the narrow street provide surveillance and security, as they have doors and windows at ground floor to add to the activation of the street.

Garage doors are provided in a material (timber) that is used elsewhere on the scheme and perforation is incorporated in the door design to avoid the space being used for storage.

Pedestrian routes provide a short walk from your car to your front door.

Enhanced surveillance and activation of the elevation is provided by the balconies above the garages.

Image 40 — Abode, Great Kneighton.

Section.

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Image 41 — Abode, Great Kneighton.

The FOGs are to one side of the mews.

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Windows and doors activate the street scene, which includes integral garages and FOGs.

Marleigh, Cambridge

Landscape has been used to limit the visual impact of the garage doors and enhance the streetscape.

Dwellings on the opposite side of the street provide surveillance and security.

Enhanced surveillance and activation of the elevation is provided by the balconies above the garages.

Garages set back between the FOGs provide parking for the rear properties.

Image 42 — Marleigh, Cambridge.

The FOGs are shown on the right-hand side of the street.

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Papermill Mews, Ingress Park, Greenhithe

FOGs in a shared surface mews street provide rear access car parking to homes on the main street.

Dwellings on the opposite side of the narrow street provide surveillance and security.

Large first-floor bay windows, Juliet balconies and roof terraces enhance the surveillance of the mews and offset the blank ground floor.

Garage doors are provided with glazed areas.

Image 43 — Papermill Mews. The FOGs are animated with balconies and roof terraces.

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Shackerstone Close, Milton Keynes

FOGs in a shared-surface mews street provide car parking access with accommodation placed above.

The FOG can be seen from the street.

The trees, fencing and mews-style surface material make clear that this is a semi-private space.

Pedestrian routes across the shared surface provide a short walk from your car to your front door.

Image 44 — Shackerstone Close, Milton Keynes.

The FOG is visible from the street and in a shared surface mews.

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Hanham Hall, Bristol

FOGs with deck access above to activate the elevation and provide surveillance.

Short runs of FOGs are broken up by ground-floor front doors and windows.

The design of the frontage with projecting features prevents the garage doors from dominating.

Garage doors are provided in a material (timber) used elsewhere on the frontage.

Image 45 — Hanham Hall, Bristol.

The impact of the FOGs is reduced through the frontage design.

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The Chocolate Works, York

Standalone FOG set along a secondary street.

Large balcony across the frontage minimises the impact of the garage doors, which are in shadow.

Entrance door is outside the shadow of the balcony.

Image 46 — The Chocolate Works, York.

The garages are set underneath the balcony.

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Mulberry Park, Bath

FOGs are located on a narrow shared-surface mews street at the end of the secondary street.

Large door and window composition provides activation of the elevation and overlooks the street.

Garage doors are provided, rather than leaving open voids.

The building line of the FOGs is consistent.

Image 47 — Mulberry Park, Bath.

The FOGs are shown at the head of the street.

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FOGs — what doesn’t work

A FOG floating on its own in a car park separated from other built form should be avoided. It has no association with the street and a car park doesn’t create a good route to your front door.

Very long rows of FOGs create a dead frontage to the street on the ground floor, as walls of garages are presented to the street or public realm. Both sides of the street should be considered.

Open voids on the ground floor, instead of garage doors, create inactive streets on the ground floor.

Garage doors dominating the elevation, without a balance of windows or other features, such as a balcony, create an inactive street.

FOGs can provide little private outdoor amenity space, unless balconies or roof terraces are provided.

Example A

Open garages in a continuous row allow the voids to dominate the street scene.

The wide street provides no sense of enclosure or surveillance from properties opposite.

No amenity space to activate the elevation and provide surveillance.

The door is ‘lost’ as the only ground-level element with no adjacent windows or solid building line created by garage doors.

Image 48 — Example A

A poor example of a FOG with open voids on a main street.

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Example B

The FOG is on a main street, rather than a mews street.

The ground-floor facade is blank and the garage is an undercroft, creating an inactive frontage.

No large areas of fenestration, amenity space or other features are used to balance out the garage void and activate the elevation.

Image 49 — Example B

A poor example of a FOG with a blank frontage on a main street.

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4.3 Making a rear car parking court work

Rear courts should be used with care. They are commonly the car parking treatment with the least efficient use of land, due to the necessary access and circulation space requirements. However, they have their place when incorporating a range of car parking solutions. Rear courts should feel like well-landscaped, pleasant, playable public realm, where the parking does not dominate. Refer to ‘Strategy 7 — Make the car parking efficient — on-street parking can be better than rear courts’. The following pages show good and poor examples of rear car parking courts.

Rear courts — what works well

Limit application: Only use as part of a range of treatments.

Limit size: Courts should serve no more than 6 homes, as this encourages better security and a stronger sense of ownership.

Tree planting: Insert a tree at least every 4 parking bays, to break up the parking areas.

High-quality planting: Planting should have a minimum depth of 1 metre, to provide sufficient space for adequate planting. If apartments face onto parking, provide them with a planting buffer for privacy and screening that is at least 900 millimetres high. If parking is onto back gardens, make sure there is a wall as well as planting. Planting can also be used as a screen between areas of parking.

High-quality boundary treatments: Use walls, not close-boarded fences.

High-quality hard surfaces: Use quality hard surfaces, lighting and street furniture to create an attractive setting and sense of address when cars are absent.

Do not over-engineer parking bay designation: car parking bays should be demarcated subtly, to avoid cluttering the landscape. Avoid using large painted lettering and use discrete approaches such as number discs set into the hard surfacing, and hard surfacing treatments to avoid the need for white lines.

Maximise surveillance: Provide large windows and doors within habitable rooms, and balconies, roof terraces, or both, overlooking any car parking courts, to maximise surveillance.

Provide secure access: Limit the number of access routes into rear car parking courts, provide gates and associated digital access to enhance safety and security. Create an easy access route to an entrance door.

St Ives

Small-scale rear court.

Landscaping is used to mitigate the impact of the car parking, provide a porous surface for water drainage and create a multifunctional space. Bays are demarcated with planting.

Windows overlook the car parking court to maximise surveillance.

High-quality surface materials, rather than blacktop, and brick boundary walls are used.

Image 50 — St Ives.

A good example of a rear court with landscape and high-quality materials.

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Great Kneighton, Cambridge

Small rear court with generous landscape between bays. There is a small landscaped garden behind the bays containing seating, making this a multifunctional space.

Minimised hard surfaces and manoeuvring areas for cars.

Apartment habitable room windows and balconies face onto the court for surveillance.

Image 51 — Abode, Great Kneighton, Cambridge.

A small court which has apartments overlooking it and tree planting.

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Ashby de la Zouch, Leicestershire

A small front yard containing a couple of detached houses with integrated car parking, as an alternative to a rear car parking court.

The front boundary greenery assists in making this space work by softening the edges of the court area.

There is privacy and a domestic scale that you wouldn’t achieve in a typical rear court, as homes are fronting into the close.

Image 52 — Ashby de la Zouch

A small front yard.

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Image 53 — Morris Dance Place, Thaxted

A high-quality landscape.

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A well-laid-out car parking square considers surface materials and landscaping.

Rear courts — what doesn’t work

Rear courts that are too large in size with too many car parking bays.

Too much hard landscaping and not enough planting, which would mitigate the impact of the car parking and provide for surface water drainage.

Lack of surveillance from surrounding homes.

Loss of security and privacy at the rear of the home.

Difficulty in accessing homes from the parking — if car parking is at the back, make sure it’s easy to access your home from it.

No low boundary separation is included between the car parking and homes.

No separate access route to the entrance to the homes.

Unwelcoming materials such as black tarmac or overly demarcated bays.

Example A

Difficulty in accessing homes from the car parking, with no separate access route to the entrance to the homes.

No low boundary separation is included between the car parking and homes, so the ground-floor windows look directly onto parking and lose privacy.

Unwelcoming materials such as black tarmac and overly demarcated bays.

Example B

Too large in size with too many parking bays.

Too much hard landscaping and not enough planting, which would mitigate the impact of the car parking and provide for surface water drainage.

No fenestration, amenity space or other features to balance out the garage doors and activate the elevation.

Image 54 — Example A

No separation between the cars and homes, unwelcoming materials and lack of greenery.

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Image 55 — Example B

Too many car parking bays, too much hard landscaping and little surveillance.

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4.4 Making a car parking square or front court work

Parking squares provide a useful solution for the centre of larger development blocks by sensitively incorporating parking into a designed landscape. Housing squares and front courts can contain unallocated car parking to provide a flexible solution which can respond to changing parking demand. They should include cycle parking for visitors.

Parking square — what works well

Parking squares which incorporate unallocated car parking are flexible to adapt in the future.

The design of a parking square should focus in the first instance on a landscape concept that provides an attractive and characterful space that includes outdoor spaces for residents to meet and socialise.

Aim to include trees and planting with sufficient height from installation, to structure the square and help conceal parked cars.

The layout of hard surfaces should seek to avoid strongly defining a conventional carriageway geometry and vehicle tracking and instead support the landscape design concept.

Image 56 — Great Kneighton, Cambridge

A small front court with mature trees.

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Image 57 — Barton Park, Oxfordshire

A triangular green with car parking around it.

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4.5 Making undercroft car parking work

Undercroft parking is located below the building within its footprint, providing a space-efficient parking solution. It needs care and attention to create active or attractive ground-floor facades to the street.

Undercroft car parking — what works well

Undercroft parking is particularly appropriate for sites with sloping topography or in areas of high density, where a parking level can be used to create a level development platform, and remove parking from the public realm.

Any elevation fronting onto a primary or secondary street should be activated by locating 1 or more of the following at ground-floor level: communal facilities, dwellings or complementary uses such as small commercial or retail units.

Where active uses are not feasible on the ground floor, extra care should be taken to create an attractive facade, through the use of architectural detailing, selection of materials, and high-quality planting.

The entrance to the undercroft parking area should be designed to create an attractive gateway.

Image 58 — Redwood Park, London

Undercroft car parking is screened with trees, planting and building projections.

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Image 59 — Great Kneighton, Cambridge

Quality planting and feature brickwork screening the undercroft car parking.

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4.6 Making podium car parking work

Podium parking is generally located below a raised platform that provides outdoor space for dwellings within the block, and efficiently conceals the parking below. Raised gardens over parking areas screen cars from view and include planting for biodiverse habitats, places for sitting, play and other activities.

Podium car parking — what works well

Locate the podium within the centre of the site or block and maximise activity on streets around the perimeter to ensure natural surveillance and active streetscapes. Activity can be provided by locating 1 or more of the following at ground-floor level: communal facilities, dwellings or complementary uses such as small commercial or retail units.

Podiums should provide high-quality outdoor space that includes trees and planting, with sufficient soil depth to support a thriving landscape, within private or shared outdoor spaces, or both.

Use high-quality bespoke screens or gates to create a distinctive feature, and provide good natural lighting and ventilation into the parking area.

The entrance to the podium parking area should be designed to create an attractive gateway.

Image 60 — Brent, London

Entrance to car park below podium garden.

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Image 61 — Copenhagen

Car park entrance below half-level courtyard garden.

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4.7 Future-proofing car parking treatments

Good design allows our buildings to be flexible and accommodate change. We also need the spaces in and around buildings to be equally flexible. Around 30 square metres of land is required for 1 car parking bay and its manoeuvring space. Future policy will likely seek to reduce the demand for parking, as land needs to be used sustainably and economically. Each parking treatment has its own set of issues and challenges for repurposing, including the legal ownership structures that will allow for change.

Redevelopment of car parks

In the last decade there has been increased interest and development activity in the redevelopment of car parks due to:

long-term declines in urban car use
surplus or obsolete parking in town centres
an uplift in value that can be realised through development
the inclusion of car park sites as part of comprehensive redevelopments
changing retail trends that are stimulating redevelopment of retail parks and supermarket car parks

Repurposing car parking

Periphery parking, courts and squares — Front housing squares and grouped parking can be redeveloped in the future as a plot. Rear parking courts are harder to convert, unless you give the land over to adjacent plots.

On-street parking — While it is straightforward to repurpose on-street car parking to cycle parking, EV charging stations, car clubs and green infrastructure (such as trees and flood management systems), you can’t use this space for new homes. In addition, streets cannot improve their sense of enclosure, as frontage-to-frontage distances are already set.

On-plot parking — On-plot integrated or garage parking can become extra garden space or living space. A second tandem bay can become part of a garden.

Parking below a podium deck — A podium deck could be removed and additional residential or mixed use units could be added.

Basement parking structure — Due to light and ventilation requirements a basement car park will be more difficult to convert. Shopping trends indicate that repurposing basements for retail is unlikely to be a viable proposition.

Car barn or multi-storey parking — New homes can be designed on top of multi-storeys but converting the car park decks may be more difficult. Car park decks typically have a lower floor-to-ceiling height than required for other uses and their associated service zones.

Image 62 — Abode, Great Kneighton, Cambridge.

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Question 7

5. Case studies

Accepted Answer

5.1 Introducing the case studies

Selection criteria

The case studies were chosen against the following criteria. Projects must:

be medium- to large-scale residential projects across England
show a range of successful car parking solutions
collectively include a wide variety of car parking solutions
demonstrate lessons that can be transferred to other developments
include generous landscape to mitigate the impact of car parking
consider cycle storage and cycle parking
meet Building for a Healthy Life criteria

List and location of case studies

This guide illustrates parking treatments for 19 housing schemes in England:

Central

1 — Climate Innovation District, Leeds

2 — Greenland Place and Marine Wharf, London

3 — South Gardens, London

4 — Brooks Dye Works, Bristol

5 — Little Kelham, Sheffield

Urban

6 — Goldsmith Street, Norwich

7 — Kidbrooke Village, London

8 — Stanmore Place, London

9 — Edgware Green, London

10 — Liberty Quarter, London

11 — Dockwray Square, North Shields

12 — Ingress Park, Kent

13 — Tarporley, Cheshire

Suburban

14 — Horsted Park, Kent

15 — Abode and Aura, Cambridge

16 — Roussillon Park, Chichester

17 — Cottam Meadow, Preston

18 — Barton Park, Oxfordshire

19 — Marleigh Park, Cambridgeshire

Figure 26 — Case study locations

Case studies 2, 3, 7, 8, 9 and 10 are located in London.

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5.2 How to pick a case study

Case studies are identified in the matrix (Figure 27) by treatment and scheme name. To find a scheme relevant to your criteria, look at the horizontal axis to choose a car parking treatment, then follow down the vertical column to find the case study in the far-left column.

Figure 27 — Case study matrix

For examples of car barns, refer to Parking Strategy 10.

Central

—	Off-plot (structure)	Off-plot (structure)	Off-plot (structure)	Off-plot (structure)	Off-plot (structure)	Off-plot (court)	Off-plot (court)	Off-plot (court)	Off-plot (court)	On-street	On-street	On-plot	On-plot	On-plot	On-plot	On-plot	On-plot	On-plot	FOGs
Development	Multi-storey	Car barn	Underground	Undercroft	Podium	Front court	Rear court	Parking square	Central reservation	Right-angled	In-line	Integral garage	Attached garage	Car port	Hardstanding	Detached garage	Mews court	Chauffeur unit	Flat over garage
Climate Innovation District	—	—	—	—	Yes	—	—	—	—	—	—	—	—	—	—	—	—	—	—
Greenland Place and Marine Wharf	—	—	—	Yes	—	Yes	Yes	—	Yes	Yes	—	—	—	—	—	—	—	—	—
South Gardens	—	—	Yes	—	—	—	—	—	—	—	Yes	—	—	—	—	—	—	—	—
Brooks Dye Works	—	—	—	—	Yes	—	—	—	—	Yes	Yes	—	—	—	—	—	—	—	—
Little Kelham	—	—	—	—	Yes	—	—	—	—	—	—	Yes	—	—	—	—	—	—	—

Urban

—	Off-plot (structure)	Off-plot (structure)	Off-plot (structure)	Off-plot (structure)	Off-plot (structure)	Off-plot (court)	Off-plot (court)	Off-plot (court)	Off-plot (court)	On-street	On-street	On-plot	On-plot	On-plot	On-plot	On-plot	On-plot	On-plot	FOGs
Development	Multi-storey	Car barn	Underground	Undercroft	Podium	Front court	Rear court	Parking square	Central reservation	Right-angled	In-line	Integral garage	Attached garage	Car port	Hardstanding	Detached garage	Mews court	Chauffeur unit	Flat over garage
Goldsmith Street	—	—	—	—	—	—	—	—	—	—	Yes	—	—	—	—	—	—	—	—
Kidbrooke Village	—	—	—	—	Yes	Yes	—	—	—	—	—	—	—	—	Yes	—	—	—	—
Stanmore Place	Yes	—	—	—	—	Yes	—	—	—	Yes	Yes	—	—	—	Yes	—	—	—	—
Edgware Green	—	—	—	—	Yes	—	—	—	Yes	Yes	Yes	—	—	Yes	Yes	—	—	—	—
Liberty Quarter	—	—	—	—	Yes	—	—	—	—	—	Yes	—	—	—	—	—	—	—	—
Dockwray Square	—	—	—	—	—	—	—	—	—	—	—	—	—	—	—	—	Yes	—	—
Ingress Park	—	—	—	Yes	—	—	Yes	—	—	—	Yes	—	—	—	—	—	Yes	Yes	—
Tarporley	—	—	—	—	—	—	Yes	—	—	—	—	Yes	—	—	Yes	—	—	Yes	—

Suburban

—	Off-plot (structure)	Off-plot (structure)	Off-plot (structure)	Off-plot (structure)	Off-plot (structure)	Off-plot (court)	Off-plot (court)	Off-plot (court)	Off-plot (court)	On-street	On-street	On-plot	On-plot	On-plot	On-plot	On-plot	On-plot	On-plot	FOGs
Development	Multi-storey	Car barn	Underground	Undercroft	Podium	Front court	Rear court	Parking square	Central reservation	Right-angled	In-line	Integral garage	Attached garage	Car port	Hardstanding	Detached garage	Mews court	Chauffeur unit	Flat over garage
Horsted Park	—	—	—	—	—	—	—	—	—	Yes	Yes	Yes	—	—	—	—	—	—	—
Abode and Aura, Great Kneighton	—	—	—	—	—	Yes	Yes	—	—	Yes	Yes	Yes	—	—	—	—	—	—	Yes
Roussillon Park	—	—	—	—	—	—	Yes	Yes	—	—	Yes	—	Yes	—	Yes	—	—	—	Yes
Cottam Meadow	—	—	—	—	—	—	Yes	—	—	Yes	Yes	—	—	—	Yes	Yes	—	—	—
Barton Park	—	—	—	—	Yes	—	Yes	—	—	Yes	Yes	Yes	—	Yes	Yes	—	—	—	—
Marleigh	—	—	—	—	—	Yes	—	—	—	—	—	—	—	Yes	Yes	—	—	—	Yes

5.3 Central

Case study 1 — Climate Innovation District, Leeds

Enabling non-vehicular movement was a priority within the Climate Innovation District. The masterplan’s distinctive urban design allows for a pedestrian and cycle-friendly street environment, so all needs are in reach by cycle or foot. EV charging and a car club are included.

Map

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Image 63 — Climate Innovation District

Extensive public realm.

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Category	Description
Location	LS10 1ND
Developer	Citu
Architect	White Arkitekter
Planning authority	Leeds City Council
Project size	2.40 hectares
Building form	3-storey terraced houses on a podium over parking
Dwelling types	315 homes: 194 apartments, 121 houses
Cycle parking ratio	63 % (200 spaces for 315 homes)
Car parking ratio	0.56 (178 spaces for 315 homes)
Density	132 homes per hectare
Tenure mix	Private leasehold sales

Image 64 — Climate Innovation District

Site plan.

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Car parking treatments

Off-plot: podium car parking (in basements) accessed from pedestrian street). EV charging and a car club are also included.

Critical commentary

Image 65 — Climate Innovation District

Internal street.

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Green — The internal street is vehicle-free and has a narrow dimension across with no set backs to encourage activity: walking, cycling, social interactions and play.

Green — There is a maximum of 1 car parking space per household.

Green — Secure cycle parking is provided for all residents located close to the community’s natural travel routes, to enable resident’s to choose cycling as the easiest option.

1. Off-plot podium

Image 66 — Climate Innovation District.

Section showing the car parking under the homes. Copyright White Arkitekter.

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Green — Cars are removed from the landscape and hidden away in secure car parking areas underneath the houses. This works on the principle of ‘out of sight, out of mind’, to limit the number of small, but very regular, trips taken in cars in favour of active travel or to use cars just at the weekend to drive out of the city. This means shared green space is prioritised, where people can sit, walk, play and cycle without any interruptions from traffic.

Green — Car parking in the podium is facilitated by a natural level change across the site. The back to back housing is created with outer housing covering the podium parking and the inner housing sitting on top of the podium car park.

Green — Buildings have roof lights to top light them, as they are back to back, and roof terraces for private amenity space.

2. EV charging and car club

Image 67 — Climate Innovation District

Homes without frontage parking.

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Green — Every car parking space has access to car-charging infrastructure, facilitating a move towards EVs.

Green — Shared electric vehicles via a car club scheme allow residents to give up car ownership, safe in the knowledge that they’ll have access to an electric vehicle on the few occasions where they do require a car.

3. Walkable neighbourhoods

Image 68 — Climate Innovation District

Bridge link.

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Image 69 — Climate Innovation District

Bridge link.

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Green — Significant amenities, the city centre and transport links are all within walking distance.

Green — A bridge was built as part of the development. This provides those who live in Cross Green and the wider area with a more direct route to the local secondary school in the South Bank, or into the city centre, as previously they would have had to cross 12 major roads. The bridge has already become a significant route for connecting the Eastern side of the city centre via a more enjoyable route along the river.

Case study 2 — Greenland Place and Marine Wharf, London

With a mix of car parking solutions and a range of housing types, Greenland Place and Marine Wharf conveys a sense of generosity in its design. High-quality street surfacing, generously sized and well-landscaped open spaces and unexpected public art offer inspiration.

Map

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Image 70 — Greenland Place and Marine Wharf

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Category	Description
Location	SE16 7UD
Developer	Barratt London and Berkeley Homes
Architect	RMA Architects and Grid Architects
Planning authority	Lewisham
Project size	1182 units
Building form	2 towers, 4 to 8 storey podium blocks, houses, retail
Dwelling types	Apartments: 37% 1-bedroom, 47% 2-bedroom, 14% 3-bedroom and 2% 4-bedroom
Cycle parking	Internal store and external store
Car parking ratio	0.56 (178 for 194 apartments)
Density	187 homes per hectare
Tenure mix	19.4% affordable

Image 71 — Greenland Place and Marine Wharf

Site plan.

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Car parking treatments:

On-street: central reservation
On-street: right angles
Off-plot: undercroft
Off-plot: rear court
Off-plot: undercroft

Critical commentary

1. On-street: central reservation

Image 72 — Greenland Place and Marine Wharf

Central reservation.

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Green — Landscape carries on-street car parking along the edge of a linear park, created on the line of the former Grand Surrey Canal.

2. Off-plot: front court

Image 73 — Greenland Place and Marine Wharf

Off-plot front court, which is well-landscaped with good quality street surface.

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Green — Landscape is critical in the successful integration of on-street car parking. Splashes of red from seasonal flowers add colour and interest.

Green — High-quality street surfacing and generously-sized, well-landscaped open spaces mitigates the visual impact of the car parking.

3. Off-plot: undercroft

Image 74 — Greenland Place and Marine Wharf

Undercroft car parking gates.

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Green — Gates to the car parking within Greenland Place have an industrial scale echoing the site’s former industrial past. The scale, materiality and detail of the gates creates a unique piece of public art.

Green — Mesh and open brickwork allow fresh air and natural light to enter the car park.

4. Off-plot: rear court

Image 75 — Greenland Place and Marine Wharf

Off-plot rear court with a lack of surveillance.

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Red — Note the lack of surveillance opportunity to the undercroft car parking spaces, which may encourage anti-social use.

Red — Generally, areas for improvement include the need to ensure strong levels of surveillance for all car and cycle parking, as some areas lack a strong surveillance opportunity.

5. Off-plot: undercroft (in rear court)

Image 76 — Greenland Place and Marine Wharf

Off-plot undercroft with a lack of planting and poor surface materials.

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Red — Design and specification are rudimentary in the rear car parking court attached to a social housing block. Monotonous asphalt and the lack of planting signal differences to car parking areas for the other tenures. No attempt is made at providing upper level windows and balconies with a better view.

External cycle store

Image 77 — Greenland Place and Marine Wharf

Cycle parking which could be better located and designed to encourage cycling.

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Amber — An open fronted cycle store offers only partial protection, and may not be theft insurance compliant.

Red — Internal cycle parking (not shown) is located in a poorly lit, isolated location with little surveillance opportunity.

Red — Physical strength is required to lift bikes into the top racks — this may be a barrier for some cyclists.

Case study 3 — South Gardens, Southwark, London

Car parking demand is reduced due to the proximity of transport routes. An underground car park is supported by parking on upgraded streets in a controlled parking zone (CPZ). Cycle storage is well provided for, in internal and external stores along with visitor cycle parking in the public realm.

Map

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Image 78 — South Gardens, Southwark, London

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Category	Description
Location	SE17 1JP
Developer	Lendlease
Architect	Maccreanor Lavington
Planning authority	London Borough of Southwark
Project size	0.34 hectares (townhouses) and 2.00 hectares (apartments)
Building form	8-storey apartment block
Dwelling types	Townhouses — 13 2-bed houses, 2 4-bed houses
Apartments	146 1-bed, 154 2-bed, 60 3-bed
Cycle parking ratio	100 %
Car parking ratio	100% (townhouses), 38 (apartments)
Density	43 homes per hectare (townhouses), 180 homes per hectare (apartments)
Tenure mix	Market sale 100% (townhouses), 25% affordable rent, 75% market sale

Image 79 — South Gardens, Southwark, London

Site plan.

Car parking treatments:

Off-plot: underground.
On-street: in line with pavement.

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Critical commentary

1. Off-plot: underground

Image 80 — South Gardens

Shared space approach.

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Green — A shared space approach has been considered in areas of predominant pedestrian priority, where vehicles can either be limited or controlled in the hours of access. The entrance to the basement parking is at the top of O’Callaghan Way, after which the street becomes pedestrianised.

Image 81 — South Gardens

Underground car parking entrance.

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Green — Within the development, car parking is provided discretely off street in the basement car park, so that car parking does not dominate the scheme.

Green — A simple and unobstructed pavement network is promoted and any unavoidable overlap between pedestrians and vehicles is minimised.

2. On-street: in-line with pavement

Image 82 — South Gardens

Additional spaces on-street.

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Additional spaces are provided in the controlled parking zone (CPZ) on Wansey Street, Brandon Street and Content Street.

Existing tree planting and landscaping adjacent to the car parking bays mitigates the impact of the car parking and complements the quiet residential character of Wansey Street.

Case study 4 — Brooks Dye Works, Bristol

This residential development, which also includes commercial floorspace, creates a new square focused around the retained historic chimney and creates new pedestrian and street connections. It provides a significant percentage of unallocated visitor spaces on-street and in the square.

Map

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Image 83 — Brooks Dye Works, Bristol

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Category	Description
Location	BS2 9RE
Developer	Acorn Property Group, Folland Ltd and Galliards
Architect	Ferguson Mann Architects
Planning authority	Bristol City Council
Project size	80 houses and 24 apartments
Building form	2 and 3-storey houses, 3-storey apartment blocks
Dwelling types	1, 2, 3 and 4 bed homes
Cycle parking	Communal cycle storage and private cycle stores
Car parking ratio	1 per dwelling plus 12 numbered visitor
Density	64 to 94 homes per hectare
Tenure mix	Private sale and 23% affordable

Image 84 — Brooks Dye Works, Bristol

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Car parking treatments:

On-street: in-line with pavement.
On-street: right-angled.
Off-plot: podium, undercroft, or both
On-plot: FOGs (not shown in commentary).

Critical commentary

1. On-street: in-line with pavement

Image 85 — Brooks Dye Works

The amount of car-parking spaces avoids adding a burden to the surrounding streets.

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Green — The scheme provides around half the car parking spaces on the streets. Every home has access to allocated parking, which is difficult to find in this area of the city.

Green — The development has parallel on-street car parking, that mirrors the same treatment on the surrounding 19th century streets.

Green — The streets have a good sense of enclosure, with a narrow frontage to frontage distance of 13 metres across.

Image 86 — Brooks Dye Works

Car parking in-line with pavement.

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Green — The shared surface makes the streets people friendly, to encourage activity in the street: walking, cycling, social interactions and play.

Green — Landscaping is used to mitigate the impact of the car parking and the planted areas in the street are used to slow traffic speeds.

Green — Staggering parking from one side to another slows traffic speeds.

Walkable neighbourhoods

Image 87 — Brooks Dye Works

Pedestrian-friendly streets.

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Green — Pedestrian routes were designed to link the site to the surrounding areas of St Paul’s and St Agnes, while integrating the previously ignored neighbouring Mina Park. This results in the development neatly integrating with the existing St Werburghs community.

Green — The former Victorian factory’s tall chimney has been preserved, which acts as a wayfinding marker.

1. On-street: in-line with pavement

Image 88 — Brooks Dye Works

Stepped level change helps obscure the car parking from the homes.

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Green — A stepped change in level between the square and the front doors sets the car parking at a lower level and obscures the view of the car parking from the homes.

Green — The existing trees in Mina Park mitigates the visual impact of the car parking square.

2. On-street: right-angled

Image 89 — Brooks Dye Works

Right-angled car parking in the square.

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Green — Right-angled car parking is located in the square with high-quality surface materials are used throughout the square to mitigate the impact of the car parking bays on the public realm.

Green — Accessible bays are provided as right-angled car parking.

Amber — Additional street trees or larger trees could have been used to further mitigate the visual impact of the car parking.

3. Off-plot: podium or undercroft

Image 90 — Brooks Dye Works

Landscaping is used to mitigate the impact of the car parking entrance and other service doors.

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Green — Some undercroft car parking enabling streets to become more civilised and not dominated by the car which is the case in so many surrounding streets in St Werburghs. Terrace gardens are located over the podium.

Green — Accessible bays are included.

Amber — The frontage could have been more active with further gable windows or balconies.

Case study 5 — Little Kelham, Sheffield

In this vibrant neighbourhood cars are removed from the public realm and hidden away in secure car parking areas underneath the houses and rear gardens. This works on the principle of ‘out of sight, out of mind’, to limit the number of small, trips taken in cars in favour of active travel.

Map

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Image 91 — Little Kelham

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Category	Description
Location	S3 8RY
Developer	Citu
Architect	CAL Architects
Planning authority	Sheffield City Council
Project size	105 new homes plus a variety of creative spaces, shops, cafes and galleries
Building form	3-storey houses and 4 storey apartments
Dwelling types	Variety of 1,2,3 and 4-bedroom homes
Cycle parking	Secure cycle parking for all residents
Car Parking Ratio	0.58 (138 for 153 homes )
Density	102 homes per hectare
Tenure mix	100% private rent

Image 92 — Little Kelham

Site plan.

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Car parking treatments

Off-plot: podium
On-plot: integral garage EV charging and a car club are also included.

Critical commentary

Walkable neighbourhoods

Image 93 — Little Kelham

Shared surface.

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Green — Pedestrian and cycle path access is currently available along the riverside to the east of the development.

Green — Secure cycle parking is provided for all residents, located close to the community’s natural travel routes, to enable resident’s to choose cycling as the easiest option.

Green — There is a maximum of 1 car parking space per household.

1. Off-plot: podium

Image 94 — Little Kelham

Secure car parking under podium gardens.

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Green — All houses and apartments have provision for either individual garages or park their car remotely under podium gardens.

Green — Shared electric vehicles via a car club scheme allows residents to give up car ownership, knowing that they’ll have access to an electric vehicle on the few occasions where they do require a car.

Amber — The podium entrances do not create attractive frontages, however activity is provided on the other side of the street.

2. On-plot: integral garage

Image 95 — Little Kelham

Integral garages in the apartment block.

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Green — The integral garages remove car parking from the streets to allow them to have a sense of enclosure. Streets are narrow at 8 to 9 metres wide.

Green — The impact of garage doors is mitigated by large windows that animate the elevations on upper levels and windows next to entrance doors.

5.4 Urban

Case study 6 — Goldsmith Street, Norwich

Grid approach of terraced houses with car parking to both sides of the street. The development benefited from the collaboration with the local authority with regard to the street adoption process, for example there are aggregates in the tarmac.

Map

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Image 96 — Goldsmith Street

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Category	Description
Location	NR2 4QF
Developer	Norwich City Council
Architect	Mikhail Riches and Cathy Hawley
Planning authority	Norwich City Council
Project size	1.28 hectares
Building form	3-storeys 105 dwellings
Dwelling types	Apartments: 56 1-bedroom, 3 2-bedroom, 1 3-bedroom. Houses: 40 2-bedroom, 5 4-bedroom
Cycle parking	All homes have dedicated secure cycle storage
Car parking ratio	70 to 80% (75 spaces for 105 homes)
Density	83 homes per hectare
Tenure mix	100% Social rent

Image 97 — Goldsmith Street

Site plan.

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Car parking treatments

On-street: in-line with pavement in a controlled parking zone (CPZ) with a 20 mile-per-hour speed limit.

1 numbered car club space.

Critical commentary

Image 98 — Goldsmith Street

On-street car parking.

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1. On-street: in line with pavement

Green — A car parking survey of existing roads was carried out by Norwich City Council to ascertain the current demand and capacity of car parking in the locality. The survey showed that at all times the car parking in the area was between 40% and 55% occupied. The development therefore provides 70 to 80% of on-street car parking to the proposed 105 dwellings.

Image 99 — Goldsmith Street

Street trees.

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Green — There is a good sense of enclosure to the street, with less than 15 metres between the building facades and a 5.5 metre carriageway, including parallel car parking on either side with pavements and street trees. The car parking was provided as unallocated on-street, as allocation would have over provided the car parking.

Green — On-street car parking is land efficient in terms of parking access and manoeuvring.

Image 100 — Goldsmith Street

Public realm.

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Green — A homezone street was created with paved parking areas to adoptable standards.

Green — The development includes a controlled parking zone (CPZ) with a 20 mile-per-hour speed limit zone to allow only residents, or other valid permit holders, car parking spaces.

Green — Street trees break up the line of car parking and the cars are in view of the home.

Green — Land saved is given over to the public realm, as the car parking is on-street.

Case study 7 — Kidbrooke Village, Greenwich, London

Phase 1 of Kidbrooke’s 109-hectare masterplan illustrates strategies to transition from disconnected estate to sustainable suburb, with distinct car parking arrangements for homes and apartments with a good balance of on-street and on-plot.

Map

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Image 101 — Kidbrooke Village

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Category	Description
Location	SE9 6BB
Developer	Berkeley Group
Architect	Lifschutz Davidson Sandilands Architects
Planning authority	London Borough of Greenwich
Project size	109 hectares
Building form	3 and 4-storey mansion blocks, terraced townhouses
Dwelling types	449 units: 34% 1-bedroom, 49% 2-bedroom, 15% 3-bedroom and 2% 4-bedroom
Cycle parking	All homes have dedicated secure cycle storage
Car parking ratio	67% (100% ratio for homes and 60% for apartments)
Density	108 homes per hectare
Tenure mix	50% affordable

Image 102 — Kidbrooke Village

Site plan.

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Car parking treatments:

Off-plot: front court
Off-plot: podium
On-plot: hardstanding

Critical commentary

1. Off-plot: front court and car club bays

Image 103 — Kidbrooke Village

Off-plot front court.

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Green — Car parking bays were sold separately. 1 bay was allocated to each of the larger houses with the second bay available for purchase.

Green — Bays and buildings have a pedestrian route adjacent to a good amount of planting.

Amber — But headlamps are likely to shine into ground-floor rooms.

2. Off-plot: podium (later phase)

Image 104 — Kidbrooke Village

Podium car parking.

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Green — Well-organised podium car parking to the ground level of each apartment block, accessed from side roads.

Green — Active frontage provided by windows and balconies surrounding the car park entrance gates.

Green — Landscaping provides an attractive car park entrance.

3. On-plot: hardstanding

Image 105 — Kidbrooke Village

Hardstanding with bin and bike store.

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Green — The driveway parking arrangement includes side bin and secure, accessible bike stores for mid-terrace houses, that lack end-of-terrace access to a ginnel for rear garden storage.

3. On-plot: hardstanding

Image 106 — Kidbrooke Village

The impact of car parking is mitigated by trees.

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Green — Landscaping mitigates the impact of the car parking bays as you look down the street.

3. On-plot: hardstanding

Image 107 — Kidbrooke Village.

Car parking bays alternating.

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Green — Paired driveway car parking bays alternate with cars parallel parked on the carriageway, aligned to gaps between dropped kerbs.

Image 108 —Kidbrooke Village

Front gardens to some houses extend into the carriageway.

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Green —To control vehicle speed, front gardens to some houses extend into the carriageway as pinch points.

Green — They are bookended by car parking bays and clearly demarcated footpaths.

Case study 8 — Stanmore Place, London

Landscaping, Home Zones and various types of car parking combine to help shift the emphasis away from cars and instead towards pedestrians. A multi-storey car park is carefully wrapped with a commercial space to avoid the negative visual impact often associated with such structures.

Map

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Image 109 — Stanmore Place

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Category	Description
Location	HA7 1BG
Developer	St Edwards and Berkeley Group
Architect	Grid Architects, Fabrik
Planning authority	London Borough of Harrow
Project size	798 units
Building form	3-storey courtyard mansion blocks and 2-storey terraced houses
Dwelling types	Apartments: 4% 1-bedroom, 36%, 2-bedroom, 13% 3-bedroom, Houses: 7% 3-to-5 bedroom
Cycle parking	Cycle parking spaces per home and visitor spaces
Car parking ratio	87% (697 parking spaces)
Density	128 homes per hectare
Tenure mix	40% affordable

Image 110 — Stanmore Place

Site plan.

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Car parking treatments:

Off-plot: front court
Off-plot: multi-storey
On-plot: hardstanding
On-street: in-line and right-angled

Critical commentary

1. Off-plot: front courts

Image 111 — Stanmore Place

Off-plot front courts.

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Green — Careful attention afforded to the visual quality of car parking courts through the use of extensive landscaping.

Green — They are sited to maximise overlooking and softened with trees and landscaping.

Green — Integrated into soft landscaping at entrances to apartment blocks and pocket parks.

2. Off-plot: multi-storey

Image 112 — Stanmore Place

Multi-storey car park wrapped with commercial space.

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Green — Successful integration of a multi-storey car parking structure. Multi-storey car park wrapped with commercial space to soften impact.

Green — Angled on-street bays meet short stay car parking need.

3. On-plot: hardstanding

Image 113 — Stanmore Place

Hardstanding with waste storage containers between bays.

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Green — On-plot hardstanding car parking for terraced homes. Landscape bands between and in front of car parking provides space for neatly designed waste storage containers.

Green — Varying the street angle and length of the bay helps prevent long terraces from appearing car-dominated.

Amber — Car parking courts on the opposite side of the street are not as well integrated.

On-street: in-line and right-angled

Image 114 — Stanmore Place

In-line and right-angled car parking.

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Green — On-street car parking is visually integrated with generous soft landscaping and helps reinforce the residential character of the area.

Image 115 — Stanmore Place

Pedestrian-friendly homes zone.

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Green — Pedestrian-friendly home zone streets with subtle shifts in horizontal street alignment to help contain vehicular speeds.

Green — Home Zones are a valuable design feature that can help shift the emphasis away from cars and instead towards pedestrians.

Image 116 — Stanmore Place

Generous landscape softens the visual impact of parked cars.

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Green — Generous landscaping softens the visual impact of parked cars and is critical to the successful integration of on-street and on-plot car parking.

Green — Management regime prioritises car club and blue badge holder use, and prevents encroachment onto shared spaces.

Case study 9 — Edgware Green, Barnet, London

Edgware Green is a particularly good example of how to integrate on-plot car parking and is a useful reminder as to the value of high-quality and generous landscaping in visually integrating car parking into the street environment.

Map

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Image 117 — Edgware Green

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Category	Description
Location	HA8 8EZ
Developer	Barratt Homes
Architect	Maccreanor Lavington
Planning authority	London Borough of Barnet
Project size	279 homes
Building form	Mid-rise terraces and apartment blocks
Dwelling types	293 units: 146 apartments, together with 147 terrace and courtyard houses
Cycle parking	Cycle parking spaces per home and visitor spaces
Car parking ratio	109% (305 parking spaces)
Density	62 homes per hectare
Tenure mix	22 shared ownership and 257 private sale

Image 118 — Edgware Green

Site plan.

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Car parking treatments:

On-street: in-line and right-angled
On-plot: hardstanding
On-plot: carports
On-street: central reservation
Off-plot: podium

Critical commentary

1. On-street: in-line

Image 119 — Edgware Green

On-street in-line car parking.

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Amber — The absence of breaks between parked cars can restrict cross street movement for pedestrians, particularly for those with pushchairs or mobility restrictions.

Amber — Street trees would have greater impact if used to break up car parking into smaller groupings. Taller under-planting to trees would reduce the visual impact of parked cars.

2. On-plot: hardstanding

Image 120 — Edgware Green

On-plot hardstanding car parking with generous landscaping.

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Green — Landscaping is a critical factor in the successful visual integration of car parking within the street scene.

Green — Generous landscaping mitigates the impact of the on-plot right-angled car parking.

3. On-plot: carports

Image 121 — Edgware Green

On-plot integrated carports.

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Green — Well-overlooked on-plot car parking with around 50% of the frontage width dedicated to soft landscaping.

Green — 2 car, tandem parking driveways to town houses enables the space between homes to be generously landscaped.

Amber — If the width of the street or lack of other design or management control allows for on-street parking, residents will tend to avoid using tandem parking.

4. On-street: central reservation (parallel road)

Image 122 — Edgware Green

Central reservation.

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Green — The access street is parallel to the busy Stonegrove, which is a major route through this part of North London, and provides opportunity for central reservation style car parking.

Green — The cars are in view from the apartment blocks in a formal arrangement.

Image 123 — Edgware Green

Central reservation with no breaks between parked cars.

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Amber — The absence of breaks between car parking spaces can restrict cross street movement. Anticipate pedestrian desire lines and safeguard these through design, otherwise if streets are wide enough to allow side of pavement car parking, a barrier is created by parked cars, with only narrow gaps between them. These gaps may be difficult to navigate for those with visual or mobility restrictions, or for those with a pushchair.

5. Off-plot: podium

Image 124 — Edgware Green

Discreet podium car parking.

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Case study 10 — Liberty Quarter, Ealing, London

Car parking is provided around the edge of block in line with the pavement and beneath a podium deck that carries a semi-private amenity space for residents.

Map

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Image 125 — Liberty Quarter

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Category	Description
Location	W3 8FF
Developer	Berkeley Group
Architect	Alison Brooks Architects
Planning authority	London Borough of Ealing
Project size	106 units
Building form	2-to-9 storey perimeter block with maisonettes and flats
Dwelling types	Apartments: 24% 1-bedroom, 50% 2-bedroom, 21% 3-bedroom, 5% 4-bedroom
Cycle parking	Cycle parking spaces per home and visitor spaces
Car parking ratio	46% (49 parking spaces: 15 on-street, 34 undercroft)
Density	77 homes per hectare
Tenure mix	45% affordable including shared-ownership

Image 126 — Liberty Quarter

Site plan.

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Car parking treatments:

On-street: in-line
Off-plot: podium

Critical commentary

1. On-street: in-line

Image 127 — Liberty Quarter

On-street car parking with street trees that create ‘breathing space’ to cross.

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Green — On-street parking is balanced with off-street car parking, limiting the intrusion of cars within streets and public spaces.

Green — Trees soften the urban environment, distracting the eye from parked cars.

Green — Pedestrian desire lines across the street are anticipated and protected from car parking.

Green — Street trees positioned on street corners make it easier for pedestrians to see approaching traffic and cross the street.

2. Off-plot: podium

Image 128 — Liberty Quarter

Podium car-parking entrance.

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Green — The entrance to the car parking underneath the podium is functional, yet good surveillance opportunities are provided.

Amber — The entrance area to the podium car parking structure might feel less welcoming at night due to lack of low level lighting and the recessed positioning of the gates.

Amber — Pedestrian priority could be reinforced by changing the surface material at the mouth of the entrance to the car parking area.

Image 129 — Liberty Quarter

Podium car parking entrance.

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Green — Above the podium is an elegantly designed area of communal open space for residents.

Green — In addition to the front yard-facing the street, ground-floor maisonettes surrounding the undercroft car parking also benefit from a personal outdoor space accessed from the podium.

Case study 11 —Dockwray Square, North Shields

This original case study from ‘Car Parking – what works where’ has been reused here as it stands the test of time well.

A few minutes walk from Meadowell, an estate synonymous in the 1990s with car crime, Dockwray Square had to offer safe car parking. One on-plot car parking treatment supplements on-street in a car parking square, which echoes the areas’ Georgian Northumberland Square.

Map

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Image 130 — Dockwray Square

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Category	Description
Location	NE30 1JZ
Developer	Persimmon Homes and Gordon Durham and Company
Architect	JDDK and Napper
Planning authority	London Borough of Ealing
Project size	24 dwellings
Building form	Terraced 2 and 3-storey, 2-storey villas and semis
Dwelling types	3 and 4-bedroom houses
Cycle parking	Not known
Car parking ratio	200%
Density	45 to 75 homes per hectare
Tenure mix	Not known

Image 131 —Dockwray Square

Site plan.

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Car parking treatments:

On-plot: mews court (garages accessed off a yard)

Critical commentary

1. On-plot: mews court

Image 132 — Dockwray Square

On-street car parking supplementing the mews court car parking.

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Green — Excellent example showing combination of a well-designed mews court supplemented with on-street.

Green — Car parking courts ingeniously planned, work as informal social space for neighbours.

Green — Presence of cars a positive quality, complementary to traditional benefits of square design.

Image 133 — Dockwray Square.

Mews court entrance.

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Green — Good visual surveillance of residents’ vehicles.

Green — Integral garages to dwellings on Beacon Street.

Amber — Garages are designed for smaller cars than we tend to have now and do not incorporate cycle parking.

Image 134 — Dockwray Square

Lanes between housing blocks.

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Green — Lanes between housing grid cut across the whole urban block.

Case study 12 — Ingress Park, Greenhithe, Kent

Design-quality brought house buyers to a Thames Gateway site next to the Dartford Crossing. Some areas dependent on allocated spaces have faced car parking issues, but treatments are diverse including amenity over garages.

This original case study from Car Parking – what works where has been reused here as it stands the test of time well.

Map

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Image 135 — Ingress Park

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Category	Description
Location	DA9 9NP
Developer	Crest Nicholson
Architect	Gardner Stewart, Tibbalds (urban design), TM2 (urban design)
Planning authority	Dartord Borough Council
Project size	950 homes
Building form	2, 2 and a half, 3, 3 and a half-storey terraces; 4 and a half-storey apartment block with basement
Dwelling types	1 and 2 bed fats; 3 and 4 bed-townhouses
Cycle parking	Not known
Car parking ratio	160%
Density	40 to 150 homes per hectare
Tenure mix	Mixed

Image 136 — Ingress Park

Site plan.

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Car parking treatments:

Off-plot: rear court
On-plot: mews court
On-street: in-line
On-plot: chauffeur unit
Off-plot: undercroft

Critical commentary

1. Off-plot: rear court

Image 137 — Ingress Park

Off-plot rear court.

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Amber — Garages off carriageway access to court may cause congestion.

Green — Access to court through archway creates defensible space.

Green — The court is small enough to encourage a sense of ownership. Court is well looked-over by adjoining properties.

Green — High-quality materials appropriate to context.

2. On-plot: mews court

Image 138 — Ingress Park

Off-plot mews court.

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Green — Requirement to access homes from street rather than mews court makes street active.

Green — The small scale of the court encourages a sense of ownership. The court is well looked-over by adjoining properties.

Green — High-quality materials appropriate to context.

#3. On-street: in-line

Image 139 — Ingress Park

On-street in-line car parking with good surveillance of cars from adjoining properties.

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Green — Excellent provision of well-designed on-street unallocated car parking to supplement on-plot solutions.

Green — Island separation between layby offers opportunity to provide planting space for semi-mature trees.

Green — Simple materials and sensible dimensions provide effective on-street car parking and adds animation to the streetscape.

Green — Good surveillance of cars from properties.

4. On-plot: chauffeur unit

Image 140 — Ingress Park

On-plot chauffeur unit.

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Amber — Restricted in its usage due to potential overlooking issues.

Amber — Ground-floor surveillance to street is limited.

Green — Use of roof as amenity space a positive contribution to plot, allowing higher density by exploiting topography.

Green — Garage doors close to highway ensure cars are not parked in front of doors.

Image 141 — Ingress Park

On-plot chauffeur unit.

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Green — Big windows and bays create interest while a terrace adds to their high level surveillance. Restricted in its usage due to potential overlooking issues.

5. Off-plot: undercroft

Image 142 — Ingress Park

Off-plot undercroft car parking solution that is lit and ventilated naturally.

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Amber — Limited appeal of view from apartments into car parking court.

Amber — Access from car parking to apartments is limited.

Green — Good balance of natural surveillance and defensible space at ground level achieved through plinth design.

Green — Placing car parking in the undercroft improves attractiveness of landscaped environment.

Case study 13 — Tarporley, Cheshire

Redevelopment of infill plots around Tarporley combine as a lesson in adapting parking treatments according to each site’s potential. An eye for formal composition, classic materials and exploiting existing landscaping underpins 4 schemes worth analysis.

This original case study from ‘Car Parking – what works where’ has been reused here as it is a really good example of parking for infill development.

Map

Image 143 — Tarporley

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Category	Description
Location	CW6 0DX
Developer	Bell Meadow Ltd (A,B and C)
Architect	Joe Jessop (with J Pritchard and E Lord, designers) (A,B and C)
Planning Authority	Cheshire West and Chester Council
Project size	4 numbered infill sites
Building form	Straight terraces, detached houses
Dwelling types	2 or 3-storey cottages, maisonettes,
	townhouses and villas
Cycle parking	Not known
Car parking ratio	160%
Density	40 to 65 homes per hectare
Tenure mix	Private housing

Image 144 — Tarporley

Site plan.

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Car parking treatments:

Off-plot: rear court
On-plot: integral garage and hardstanding
On-plot: chauffeur unit
Off-plot rear court (variation 2)

Critical commentary

1. Off-plot: rear court

Image 145 — Tarporley

Off-plot rear court.

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Amber — Garage courts offer limited visual surveillance of residents’ vehicles.

Green — High-quality constructional and detail design of garages.

Green — Access to courts from rear gardens. Practical; works well in context with overall architectural language.

Image 146 — Tarporley

On-street car parking supplemented by rear court car parking.

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Green — Rear court supplemented by on-street car parking encourages activity to street.

Green — Restriction of car parking to 6 homes encourages sense of ownership while narrow lane makes it defensible space.

Green — Formal composition hides access to rear court to left.

2. On-plot: integral garage and hardstanding

Image 147 — Tarporley

On-plot integral garage and hardstanding car parking.

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Amber — Limited surveillance at ground-floor level.

Green — Excellent solution for serving flats above retail.

Green — Retail served by layby to front allows more positive relationship between maisonettes and street.

Green — Use of garage roofs as amenity.

Green — 200% car parking for maisonettes in an efficient and economical solution.

3. On-plot: chauffeur unit

Image 148 — Tarporley

On-plot chauffeur unit.

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Amber — Garage cannot be reached directly from the house.

Green — Cost of single-sided access road.

Green — Good provision of both secure hardstanding and guest car parking.

Green — Accommodation over garages encourages flexible living and provides surveillance of mews street.

Green — Quality materials encourages personalisation of street.

Image 149 — Tarporley

Pedestrian-only lane.

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Green — Parking to rear supports idyllic front lane views to landscape.

Green — Rear court creates pedestrian-only lane.

4. Off-plot: rear court (variation 2)

Image 150 — Tarporley

Rear court car park.

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Red — Poor ground-floor surveillance of car parking.

Amber — Some spaces relatively remote from homes, although direct access to most units.

Green — High quality materials exploiting existing landscape create a very positive environment.

Green — Access from high street through archway creates defensible space. Efficient use of site allows for a delightful street.

5.5 I Suburban

Case study 14 — Horsted Park, Chatham, Kent

Horsted Park incorporates a shared surface with pedestrian priority. A hierarchy of ‘streets’, ‘lanes’ and ‘courts’ define a sequence of public realm spaces. There are a range of parking solutions and it is an example of where the house builder allocated car parking in the shared surface.

Map — Horsted Park

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Image — Horsted Park

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Category	Description
Location	ME4 6BF
Developer	Countryside Properties
Architect	Proctor and Mathews Architects
Planning authority	Medway
Project size	8.1 hectares
Building form	2 and 3 storey housing with 3 to 4-storey apartment buildings
Dwelling types	106 houses and 48 apartments with retail, commercial, extra care	accommodation and community facilities
Cycle parking ratio	1 1-bed and 2 2-bed apartment / per house
Car parking ratio	1.9% (292 for 154 homes)
Density	37 homes per hectare
Tenure mix	25% affordable, 75% private

Image 152 — Horsted Park

Site plan.

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Car parking treatments:

On-street: right-angled
On-street: in-line
On-plot: integral garage

Critical commentary

1. Off-plot: right angles

Image 153 — Horsted Park

On-plot, right-angled car parking.

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Green — The streets and spaces were set out before the car parking.

Green — Activity is maximised in the streets with a shared surface.

Green — Car parking spaces in the shared surface street are allocated to the homes so the pavement is in front of the properties.

2. Off-plot: in line with pavement

Image 154 — Horsted Park

Off-plot car parking in line with pavement.

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Green — The car parking is well overlooked as it is located in the street.

Green — The street incorporates landscape which minimises the visual impact of the car parking. Trees are placed to screen the car parking.

Red — In some areas of the layout there are long strips of right-angled car parking to both sides of the street. Further integral garage house types would have prevented this.

3. On-plot: integrated garages

Image 155 — Horsted Park

Of plot integral garages which remove car parking from the street to enable streets with a good sense of enclosure.

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Green — 4-bed homes have an integral double garage or a double tandem garage within the home.

Green — The garage or car-port includes cycle parking (or else it is in cycle parking stores to rear gardens).

Green — A door leads from the garage car parking space into the hallway of the house.

Case study 15 — Abode and Aura at Great Kneighton, Cambridge

Aura contains townhouses (with no setbacks) that have mechanised garage doors to encourage car parking. A good example of a front court is included which consists of a compact courtyard with very shallow and broad house types.

Abode contains integral garages in a number of different house types, where the garages are also designed for storing cycles. There are attractive parking courts (front and rear) and streets exhibit a clear hierarchy and sense of enclosure.

Map

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Image — Abode

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Category	Description
Location	CB2 9AS
Developer	Countryside Properties
Architect	Aura: Tate Hindle, Abode: Proctor and Mathews (as below)
Planning authority	Cambridge City Council
Project size	Abode: 9.2 hectares and 308 homes
Building form	2 and 3-storey houses and apartment blocks
Dwelling types	Apartments: 27 1-bedroom, 97 2 and 3-bedroom. Houses: 34 2-bedroom, 93 3-bedroom, 51 4-bedroom, 6 5-bedroom
Cycle parking	To communal stores, rear garden stores and in the integral garages.
Car parking ratio	150%
Density	48 homes per hectare
Tenure mix	40% affordable

Image 157 — Abode

Site plan.

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Car parking treatments:

Abode

On-street: right-angled and Off-plot: front courts
On-street: in line
On street: in line
On-plot: integral garage
Off-plot: rear court
Off-plot: rear and front court FOGs (refer to selected treatments)

Critical commentary

1. On-street: right-angled and Off-plot: front courts

Image 158 — Abode

On-street right-angled and off-plot front courts.

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Green — The sequence of streets and spaces was set out before the car parking.

Green — There are only small areas of right-angled car parking across the development.

Green — There are some small front courts as part of the ‘Great Court’ entry square.

Green — Spaces are subtly demarcated.

2. On-street: in-line

Image 159 — Abode

The car parking is subtly demarcated. Homes in the ‘Green Lanes’ area also have integral tandem garages and this allows the shared surface streets to be very narrow.

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Green — The ‘Green Lanes’ streets have in-line car parking to maintain narrow frontage to frontage dimensions.

Green — The homes overlook their additional car parking bay.

Green — Good amounts of planting across the development soften it and prevent any car parking that is in the public realm from dominating the street.

3. On-street: in-line

Image 160 — Abode

On-street car parking, refer to ‘Parking Strategies’ Strategy 3: Make sure the parking supports street enclosure.

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Green — The mews streets have in-line car parking to maintain narrow frontage to frontage dimensions.

Green — Car parking is subtly demarcated with a minimal kerb.

Green — Planting and street trees in between the car parking soften it and prevent any car parking that is in the public realm from dominating the street. It also prevents unwanted car parking in front of entrances.

4. On-plot: integral garage

Image 161 — Abode

Mews street with terraced houses that have integral garages.

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Green — Mews street terraced homes have integral tandem garages.

Green — Cycle storage is located in the integral garages (as well as bin storage).

Green — The garage door opening is automated.

Green — The door material (timber) is perforate to prevent these garages from being used for storage.

5. Off-plot: rear court

Image 162 — Abode

Off-plot rear court.

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Green — Small rear court, screened by a garden wall.

Green — Doors and deck balconies overlook the car parking court to maximise surveillance.

Green — High-quality hard surfaces and subtly demarcated car parking bays.

Green — Landscaping used to mitigate the impact of the car parking.

Green — Dedicated access route to the home.

6. Off-plot: rear and front court

Image 163 — Abode

High-quality hard surfaces and subtly demarcated car parking bays.

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Green — Small, efficiently laid out rear court.

Green — Homes are ‘double fronted’ so they address both the street and the court, so this feels like a front court. These homes have 1 numbered integral garage and 2 numbered undercroft bays for the adjacent apartments.

Green — Landscaping including trees and rain gardens used to mitigate the car parking.

Green — Terraces overlook the car parking court to maximise surveillance.

Image 164 — Aura

Site plan.

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Car parking treatments

Off-plot: front court
On-plot: integral garage

7. Off-plot: front court

Image 165 — Aura

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Green — 3 front squares are included in the development with housing that overlooks the car parking.

Green — To the west is a front square with houses to 2 sides and traffic stopped with bollards at one end of the street.

Green — To the east are 2 ultra-compact courtyards with very shallow broad house types to the rear side with integral parking.

8. On-plot: integral garage

Image 166 — Aura

On-plot integral garage with automated doors.

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Green — Large terraced homes have integral tandem garages.

Green — The garage door opening is automated.

Green — This removes the car parking from the mews streets and where the homes overlook green spaces.

Image 167 — Aura

The cycle storage is in the integral garages.

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Green — Cycle storage is located in the integral garages.

Amber — The garage doors are a little too perforate and some owners have added screens, however the perforate screen does prevent owners using the garage for storage.

Case study 16 — Roussillon Park, Chichester

A good mix of car parking showing different treatments for each street type and around a well-landscaped square to provide car parking to the affordable properties on Rendell Gardens. There is on-street car parking along Whistler Avenue to balance parking in the mews behind.

Map

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Image 168 — Roussillon Park

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Category	Description
Location	PO19 6BL
Developer	ZeroC Homes and Communities
Architect	Ben Pentreath
Planning Authority	Chichester District Council
Project size	6.5 hectares
Building form	Terraces, villas and apartment blocks
Dwelling types	252 homes: Terraces, villas and apartment blocks
Cycle parking	594 allocated cycle storage spaces and 64 visitor cycle racks
Car parking	150%
Density	39 homes per hectare
Tenure mix	50% private sale and 50% affordable

Image 169 — Roussillon Park

Site plan.

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Car parking treatments:

On-street: in-line.
Off-plot: parking square.
On-plot: attached garage.
On-plot: hardstanding.
Off-plot: rear court
FOGs

Critical commentary

1. On- street: in line

Image 170 — Roussillon Park

Homes overlooking the on street car parking and visitor car parking.

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Green — The building scale is increased around the car park which supports parking on both sides of the street.

Green — Existing landscape and green square along with new street trees mitigates the impact of the car parking.

Green — Car parking is clearly denoted by the kerb-line and the arrangement is formal so residents abide by it.

Image 171 — Roussillon Park

Responding to the historic street patterns in Chichester.

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Green — A traditional street layout that responds to the historic street patterns within Chichester was incorporated. A narrow, gridded street pattern links a series of green public spaces.

Amber — Some mews streets to the rear of properties only have FOGs to create street surveillance.

2. Off-plot: front square

Image 172 — Roussillon Park

Off-plot, front square which is well-landscaped which mitigates the car parking that surrounds it.

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Green — A well-organised on-street front square solution to provide car parking to the affordable properties that are terraced.

Green — Houses overlook the car parking.

Green — The square contains a well-landscaped communal garden, which is the focus rather than the car parking arranged around it.

3. On-plot: attached garage

4. On-plot: hardstanding

Image 173 — Roussillon Park

The houses along the secondary and tertiary routes are of 2-storeys, to create a more informal mews.

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Green — The side garage is set back from the street to minimise the visual impact of the garage doors and allow a full bay in front of it.

Green — The shared surface street has a high-quality material which is contrasted with the material of the bay to designate it as private.

Red — In some instances there is a double garage located on its own.

On-plot: rear and front court

Image 174 — Roussillon Park

Green — The rear car parking court has a high-quality surface material.

Green — The rear court is small and this treatment is only used once in the scheme.

Green— Rear of houses to 1 side and FOGs to the other means this is a combination of a rear and front court.

Green — The garden walls are of high-quality brick and have gates from the rear gardens to access the court.

Amber — There could have been further landscaping.

6. FOGs

Image 175 — Roussillon Park

FOGs.

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Green — Excellent FOGs are located in Osborn Mews, as there are only 2 numbered and they have a good amount of private amenity in the form of terraces that activate the mews, along with large windows on the first floor.

Green — FOGs are located behind the large houses that front the park.

Case study 17 — Cottam Meadow, Preston, Lancashire

The street hierarchy is reinforced with high-quality street detailing and landscape to create walkable, low-speed streets with car parking that is well integrated. A homezone approach is taken across the development, to encourage family friendly streets and spaces.

Map

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Image 176 — Cottam Meadow

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Category	Description
Location	PR4 0PE
Developer	Barratt Homes (Manchester)
Architect	DK-Architects
Planning authority	Preston City Council
Project size	2.7 hectares
Building form	2 and 3-storey houses and apartment blocks
Dwelling types	214 homes. Apartments: 12 1-bed and 2-bedroom. Houses: 23 2-bedroom, 25 3-bedroom, 38 4-bedroom
Cycle parking	Not known
Car parking ratio	2.45 (241 for 98 homes)
Density	36 homes per hectare
Tenure mix	77% open market, and 23% affordable

Image 177 — Cottam Meadow

Site plan.

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Car parking treatments:

On-street: right-angled.
On-street: in-line.
On-plot: hardstanding.
On-plot: detached garage.
Off-plot: rear court (not shown in the commentary)

Critical commentary

1. On street: right-angled

Image 178 — Cottam Meadow

Shared surfaces throughout provides playable streets.

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Green — A mix of right-angled and in line on street car parking is used throughout the scheme according to the form of the shared surface, which provides a high-quality scheme.

Green — Car parking on street is also used to control the geometry of the streets, control vehicular speed and forward visibility.

Green — The bays are subtly demarcated. Access routes between car parking bays are denoted in a white tile in the surface.

2. On-street: in-line

Image 179 — Cottam Meadow.

On-street, in-line car parking.

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Green — Landscape that includes street trees ensures that all car parking is actually a contributory feature to an overall design, rather than an unwanted nuisance within the spaces.

Green — Visitor car parking has been set within the street scene to keep control of the spaces and to ensure that the day to day practicalities of life do not detract from the use of the pedestrian biased streets.

3. On-plot garage

4. On-plot hardstanding — tandem

Image 180 — Cottam Meadow

On-plot garages.

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Green — Garages are used to some larger properties only.

Amber — Integral garages could have been used to tighten streets and increase density.

Green — Hardstanding with tandem in-line car parking rather than double car parking is used between detached and semi detached homes in some locations.

Case study 18 — Barton Park, Oxfordshire

A mixture of car parking solutions have been provided to respond to the constraints of the various areas within the masterplan. Where car parking courts have been provided, buildings provide overlooking and landscaping is designed to discourage crime and soften these areas.

Map

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Image 181 — Barton Park

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Category	Description
Location	OX3 9FX
Developer	Hill
Architect	Alison Brooks Architects and PTE
Planning authority	Oxford City Council
Project size	4.2 hectares and 237 homes
Building form	2 and 3-storey homes with 4 and 5-storey apartment blocks
Dwelling types	Apartments: 142 1, 2 and 3-bedroom. Houses: 13 2-bedroom, 66 3-bedroom, 12 4-bedroom, 4 5-bedroom houses
Cycle parking	Communal store, rear garden store and in the integral garage
Car parking ratio	137% (325 for 237 homes)
Density	47/67 homes per hectare
Tenure mix	40% of Phase 1 will be affordable social rent

Image 182 — Barton Park

Site plan.

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Car parking treatments:

On-street (in-line and right-angled)
Off-plot: rear court
On-plot: car port
On-plot: integral garage and hardstanding
Off-plot: angled

Critical commentary

1. On-street: in-line (and right-angled)

Image 183 — Barton Park

On street in-line and right-angled car parking.

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Green — All tertiary streets have been designed to promote lower vehicle speeds and prioritise pedestrian and cycle movement.

Green — Every 2 to 3 in-line car parking bays are separated by a street tree.

Green — In-line car parking is predominantly used, with right-angled car parking used sparingly, so that mews streets are narrow and car parking does not interrupt the view to the outer landscape.

1. On-street: in-line

Image 184 — Barton Park

On-street in-line car parking around a communal garden.

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Green — The communal gardens have a small amount of in-line car parking around them to supplement the car port parking to houses that face onto the gardens.

2. Off-plot: rear court

Image 185 — Barton Park

Off-plot, rear court, buildings provide overlooking for natural surveillance.

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Green — The development has 4 small courts only: 2 front and side courts near the outer landscape for the apartment blocks and 2 rear courts. Some contain undercroft car parking to apartment buildings.

Green — Good quality surface materials continue from the mews into the car parking courts, which are not overly demarcated.

Amber — The outer courts could benefit from trees and further landscape, planting, or both.

3. On-plot: integral garage and hardstanding

Image 186 — Barton Park

On-plot, integral garage and hardstanding car parking.

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Green — A number of different house types have integral garage parking which removes car parking off the street. Often these also have 1 numbered car parking bay on-plot in front of the garage door.

Green — Generous planting is introduced between homes.

Green — There are some wide fronted homes with 2 numbered integral garages.

4. On-plot: carport

Image 187 — Barton Park

On-plot carports.

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Green — A car port house type is included close to the communal gardens.

Green — Larger individual homes have integral garages which have additional space for cycle storage. If the bicycles are not within the footprint of the buildings, they are in covered lockable enclosures at the rear of gardens.

5. Off-plot: on-street angled

Image 188 — Barton Park

Off-plot on street car parking.

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Green — Lozenge of back-to-back on-street car parking.

Green — Efficiently located in the centre of the streets.

Green — Incorporates a row of street trees down the centre, between the bays and landscaping at each end.

Case study 19 — Marleigh, Cambridgeshire

This is a mixed-use urban extension with various car parking approaches and carefully integrated bins and bikes. Travelling into the city centre is made simple with enhanced cycling and walking trails, including plans for a cycle path link to Cambridge North station.

Map

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Image 189 — Marleigh

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Category	Description
Location	CB5 8XL
Developer	Marshall Group and Hill
Architect	Pollard Thomas Edwards Architects
Planning authority	Cambridge City Council
Project size	180 acres with a first phase of 450 homes / hectares
Building form	Predominantly 3 storeys
Dwelling types	Apartments: 1 and 2 bedrooms, houses: 2, 3, 4 and 5 bedrooms
Cycle parking	1 per bedroom in garages, or secure stores to the side or rear of homes
Car parking ratio	1.37% (325 for 237 homes)
Density	42 homes per hectare
Tenure	68% private sale and 32% affordable

Image 190 — Marleigh

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Car parking treatments

On-plot: car port and hardstanding
Off-plot: front court
On-street: courts 4: FOGs (refer to parking treatments)

Critical commentary

1. On-plot: car ports

Image 191 — Marleigh

Car ports.

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Green — The developments predominant car parking solution is car ports. These are set back from the road and covered in green roofs. Some homes have garages.

Green— There is hardstanding in front of the car port for a second car to avoid having hardstanding in front of the homes.

Green — Cycle parking is secured to the side of the car port. Bin storage is located in the garden behind the car port, with access gates from the back of the car port.

2. Off-plot: front courts

Image 192 — Marleigh

Off-plot front courts.

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Green — Courts are used for the apartment car parking and these are small, with around 13 bays.

Green — Planting is used to break up runs of car parking so there are only 3 to 5 bays in a row.

Green — The apartments are accessed from and overlook the courts for activity and surveillance.

3. Off-plot: courts

Image 193 — Marleigh

Off-plot court parking.

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Green — Small front courts or yards are used at the edge of the scheme with homes and garages arranged off the courts.

Question 8

Appendix: census data 2021

Accepted Answer

2021 Census data — whole house or bungalows

Household type	Tenure	Bedrooms (number)	All households (number)	All households (%)	No cars or vans (number)	No cars or vans (%)	1 car or van (number)	1 car or van (%)	2 cars or vans (number)	2 cars or vans (%)	3 cars or vans (number)	3 cars or vans (%)	4 or more cars or vans (number)	4 or more cars or vans (%)
All households excluding caravans or other mobile or temporary structures	—	—	24,678,933	—	5,755,085	—	10,178,868	—	6,467,970	—	1,617,739	—	659,271	—
Whole house or bungalow	Owns outright or with a mortgage or loan	1	133,912	0.5%	34,380	0.6%	74,708	0.7%	20,250	0.3%	3,324	0.2%	1,250	0.2%
Whole house or bungalow	Owns outright or with a mortgage or loan	2	2,357,818	9.6%	427,414	7.4%	1,267,429	12.5%	550,240	8.5%	88,534	5.5%	24,201	3.7%
Whole house or bungalow	Owns outright or with a mortgage or loan	3	6,993,623	28.3%	778,531	13.5%	3,035,061	29.8%	2,427,033	37.5%	567,210	35.1%	187,788	28.5%
Whole house or bungalow	Owns outright or with a mortgage or loan	4 or more	4,463,589	18.1%	171,234	3.0%	1,231,462	12.1%	2,006,119	31.0%	694,179	42.9%	360,595	54.7%
Whole house or bungalow	Shared ownership	1	3,220	0.0%	1,083	0.0%	1,776	0.0%	306	0.0%	40	0.0%	15	0.0%
Whole house or bungalow	Shared ownership	2	63,036	0.3%	8,455	0.1%	34,808	0.3%	17,341	0.3%	2,025	0.1%	407	0.1%
Whole house or bungalow	Shared ownership	3	67,837	0.3%	6,930	0.1%	31,032	0.3%	24,352	0.4%	4,387	0.3%	1,136	0.2%
Whole house or bungalow	Shared ownership	4 or more	10,750	0.0%	1,504	0.0%	4,040	0.0%	3,500	0.1%	1,136	0.1%	570	0.1%
Whole house or bungalow	Social rented, private rented or lives rent free	1	348,113	1.4%	181,305	3.2%	144,364	1.4%	19,670	0.3%	2,120	0.1%	654	0.1%
Whole house or bungalow	Social rented, private rented or lives rent free	2	1,741,379	7.1%	607,155	10.5%	831,853	8.2%	262,062	4.1%	33,000	2.0%	7,309	1.1%
Whole house or bungalow	Social rented, private rented or lives rent free	3	2,489,612	10.1%	666,175	11.6%	1,120,008	11.0%	553,410	8.6%	117,851	7.3%	32,168	4.9%
Whole house or bungalow	Social rented, private rented or lives rent free	4 or more	630,006	2.6%	147,686	2.6%	223,580	2.2%	171,082	2.6%	58,566	3.6%	29,092	4.4%

2021 Census data — flat, maisonette or apartment

Accommodation type	Tenure	Bedrooms (number)	All households (number)	All households (%)	No cars or vans (number)	No cars or vans (%)	1 car or van (number)	1 car or van (%)	2 cars or vans (number)	2 cars or vans (%)	3 cars or vans (number)	3 cars or vans (%)	4 or more cars or vans (number)	4 or more cars or vans (%)
All households excluding caravans or other mobile or temporary structures	—	—	24,678,933	—	5,755,085	—	10,178,868	—	6,467,970	—	1,617,739	—	659,271	—
Flat, maisonette or apartment	Owns outright or with a mortgage or loan	1	351,667	1.4%	154,276	2.7%	172,333	1.7%	22,126	0.3%	2,162	0.1%	770	0.1%
Flat, maisonette or apartment	Owns outright or with a mortgage or loan	2	722,717	2.9%	210,342	3.7%	405,609	4.0%	94,931	1.5%	9,545	0.6%	2,290	0.3%
Flat, maisonette or apartment	Owns outright or with a mortgage or loan	3	134,408	0.5%	33,397	0.6%	70,810	0.7%	24,748	0.4%	4,208	0.3%	1,245	0.2%
Flat, maisonette or apartment	Owns outright or with a mortgage or loan	4 or more	21,097	0.1%	4,731	0.1%	9,037	0.1%	5,007	0.1%	1,512	0.1%	810	0.1%
Flat, maisonette or apartment	Shared ownership	1	33,220	0.1%	16,605	0.3%	14,693	0.1%	1,736	0.0%	134	0.0%	52	0.0%
Flat, maisonette or apartment	Shared ownership	2	55,268	0.2%	18,180	0.3%	29,222	0.3%	7,152	0.1%	590	0.0%	124	0.0%
Flat, maisonette or apartment	Shared ownership	3	4,475	0.0%	1,860	0.0%	2,018	0.0%	504	0.0%	77	0.0%	16	0.0%
Flat, maisonette or apartment	Shared ownership	4 or more	964	0.0%	514	0.0%	254	0.0%	132	0.0%	24	0.0%	40	0.0%
Flat, maisonette or apartment	Social rented, private rented or lives rent free	1	1,927,090	7.8%	1,264,170	22.0%	596,656	5.9%	59,234	0.9%	4,578	0.3%	2,452	0.4%
Flat, maisonette or apartment	Social rented, private rented or lives rent free	2	1,711,668	6.9%	815,023	14.2%	730,070	7.2%	151,103	2.3%	12,568	0.8%	2,904	0.4%
Flat, maisonette or apartment	Social rented, private rented or lives rent free	3	320,684	1.3%	151,554	2.6%	124,918	1.2%	36,308	0.6%	6,620	0.4%	1,284	0.2%
Flat, maisonette or apartment	Social rented, private rented or lives rent free	4 or more	92,780	0.4%	52,581	0.9%	25,127	0.2%	9,624	0.1%	3,349	0.2%	2,099	0.3%

Data collated by Phil Jones Associates.

Question 9

List of figures and images

Accepted Answer

Image 1 — Cover: Thaxted (courtesy of Design for Homes), Abode 1 Great Kneighton (photo credit: Tim Crocker) and Cottam Meadow, Preston (photo courtesy of Amy Burbidge, Homes England).

Image 2 — Abode, Great Kneighton, by Proctor and Matthews Architects (photo credit: Tim Crocker).

Image 3 — Introduction. Pedestrian priority at Cottam Meadow, Preston (courtesy of Homes England).

Image 4 — Vehicles are given priority (courtesy of Design for Homes).

Image 5 — The Golden Rules. Brooks Dye Works, Bristol by Ferguson Mann Architects (photo credit: The Property Photographer for Acorn Property Group).

Image 6 — Parking Strategies. Goldsmith Street, Norwich by Mikhail Riches (photo courtesy of Hilary Satchwell, Tibbalds).

Image 7 — Allocated parking, Barton Park, Oxford (photo courtesy of Annabel Keegan, PJA).

Image 8 — Shared unallocated frontage courtyard, Telford Millennium Community (photo courtesy of Annabel Keegan, PJA).

Image 9 — Allocated parking, Severalls Hospital, Colchester (photo courtesy of Annabel Keegan, PJA).

Image 10 — Horsted Park by Proctor and Matthews Architects (photo credit: Tim Crocker).

Image 11 — Mulberry Park by HTA, Bath (photo courtesy of Annabel Keegan, PJA).

Image 12 — Tibby’s Triangle, Southwold by Ash Sakula (photo courtesy of Homes England).

Image 13 — Abode, Cambridge (photo credit: Tim Crocker).

Image 14 — Abode, Cambridge (photo courtesy of Stephen Proctor).

Image 15 — Goldsmith Street, Norwich (photo courtesy of Hilary Satchwell, Tibbalds).

Image 16 — Newhall, Harlow by Proctor and Matthews Architects (photo courtesy of Homes England).

Image 17 — Pedestrian priority design at Cottam Meadow (photo credit: DK-Architects).

Image 18 — Kidbrooke London (photo courtesy of Homes England).

Image 19 — Horsted Park, Chatham, Kent (photo courtesy of Proctor and Matthews Architects).

Image 20 — Rear parking / front parking court, Great Kneighton (photo courtesy of Design for Homes).

Image 21 — Greenery (photo courtesy of Landscape Projects).

Image 22 — Edgware Green (photo credit: Tim Crocker).

Image 23 — Roussillon Park by Ben Pentreath Ltd (photo courtesy of Homes England).

Image 24 — Car parking in tree-lined avenue, Cambridge (photo courtesy of Design for Homes).

Image 25 — Brabazon, Filton Airfield by Feilden Clegg Bradley Studios (photo credit: Design for Homes).

Image 26 — Edgware Green, London by Maccreanor Lavington (photo credit: Tim Crocker).

Image 27 — Horsted, Chatham (photo credit: Proctor and Matthews).

Image 28 — Kelham Island by CAL Architects (photo courtesy of Homes England).

Image 29 — Accordia, Cambridge by Maccreanor Lavington (photo credit: Helen Binet).

Image 30 — More’s Meadow (photo courtesy of Homes England).

Image 31 — Cala at Waterbeach (photo courtesy of Cala Homes).

Image 32 — Duncombe Square (photo courtesy of Homes England).

Image 33 — Duncombe Square (photo courtesy of Homes England).

Image 34 — Rubicon, Alison Brooks Architects (photo credit: Design for Homes).

Image 35 — Ryle Lane by Maccreanor Lavington (photo credit: Tim Crocker).

Image 36 — Nile Street, London by Maccreanor Lavington (photo credit: Tim Crocker).

Image 37 — Parking Treatments. Abode, Great Kneighton (photo credit: Tim Crocker).

Image 38 — Abode, Great Kneighton, Cambridge (photo credit: Tim Crocker).

Image 39 — Abode, Cambridge (photo courtesy of Proctor and Matthews).

Image 40 — Abode, Cambridge (drawing copyright Proctor and Matthews).

Image 41 — Abode, Cambridge (photo courtesy of Proctor and Matthews).

Image 42 — Marleigh, Cambridge (photo courtesy of Homes England).

Image 43 — Papermill Mews (photo courtesy of Sue McGlynn).

Image 44 — Shackerstone Close, Milton Keynes (photo courtesy of Homes England).

Image 45 — Hanham Hall, Bristol (photo courtesy of Homes England).

Image 46 — The Chocolate Works site in York (photo courtesy of Design for Homes).

Image 47 — Mulberry Park, Bath (photo courtesy of Homes England).

Image 48 — Example A (photo courtesy of Design for Homes).

Image 49 — Example B, Great Kneighton, Cambridge (photo courtesy of Design for Homes).

Image 50 — St Ives (photo courtesy of Homes England).

Image 51 — Abode, Great Kneighton, Cambridge (photo courtesy of Design for Homes).

Image 52 — Ashby de la Zouch (photo courtesy of Design for Homes).

Image 53 — Morris Dance Place, Thaxted (photo courtesy of Design for Homes).

Image 54 — Example A (photo courtesy of Design for Homes).

Image 55 — Example B (photo courtesy of Design for Homes).

Image 56 — Great Kneighton, Cambridge (photo courtesy of Design for Homes).

Image 57 — Barton Park (photo credit: Steve McCoy).

Image 58 — Redwood Park, London (photo credit: Benedict Luxmore).

Image 59 — Great Kneighton, Cambridge (photo courtesy of Ebbsfleet Development Corporation).

Image 60 — Brent, London. Entrance to car park below podium garden (photo courtesy of Landscape Projects).

Image 61 — Copenhagen. Car park entrance below half-level courtyard garden (photo courtesy of Landscape Projects).

Image 62 — Case Studies. Abode, Cambridge (photo credit: Tim Crocker).

Image 63 — Climate Innovation District, Leeds (photo courtesy of Citu).

Image 64 — Climate Innovation District. Site plan copyright Proctor and Matthews.

Image 65 — Climate Innovation District (photo courtesy of Homes England).

Image 66 — Image copyright White Arkitekter (courtesy of Citu).

Images 67 to 69 — Climate Innovation District (photos courtesy of Homes England).

Image 70 — Greenland Place and Marine Wharf (photo courtesy of Design for Homes).

Image 71 — Greenland Place and Marine Wharf. Site plan copyright Proctor and Matthews.

Images 72 to 74 — Greenland Place and Marine Wharf (photos courtesy of Design for Homes).

Images 75 to 77 — Greenland Place and Marine Wharf (photos courtesy of Design for Homes).

Image 78 — South Gardens, Southwark, London (photos credit: Tim Crocker).

Image 79 — South Gardens. Site plan copyright Proctor and Matthews.

Images 80 to 82 — South Gardens, Southwark, London (photos credit: Tim Crocker).

Image 83 — Brooks Dye Works, Bristol (photo credit: The Property Photographer for Acorn Property Group).

Image 84 — Brooks Dye Works. Site plan copyright Proctor and Matthews.

Images 85 to 87 — Brooks Dye Works (photos courtesy of Homes England).

Images 88 to 90 — Brooks Dye Works (photos courtesy of Homes England).

Image 91 — Little Kelham, Sheffield (photo courtesy of Homes England).

Image 92 — Little Kelham. Site plan copyright Proctor and Matthews.

Images 93 to 95 — Little Kelham, Sheffield (photos courtesy of Homes England).

Image 96 — Goldsmith Street (photo courtesy of Mikhail Riches).

Image 97 — Goldsmith Street. Site plan copyright Proctor and Matthews.

Images 98 and 99 — Goldsmith Street (photos courtesy of Mikhail Riches).

Figure 100 — Goldsmith Street (photo courtesy of Homes England).

Image 101 — Kidbrooke Village (photo courtesy of Design for Homes).

Image 102 — Kidbrooke Village. Site plan copyright Proctor and Matthews.

Image 103 — Kidbrooke Village (photo courtesy of Design for Homes).

Images 104 and 105 — Kidbrooke (photos courtesy of Homes England).

Images 106 to 108 — Kidbrooke Village (photos courtesy of Design for Homes).

Image 109 — Stanmore Place (photo courtesy of Design for Homes).

Image 110 — Stanmore Place. Site plan copyright Proctor and Matthews.

Images 111 to 113 — Stanmore Place (photos courtesy of Design for Homes).

Images 114 to 116 — Stanmore Place (photos courtesy of Design for Homes).

Image 117 — Edgware Green, Barnet (photo credit: Tim Crocker).

Image 118 — Edgware Green. Site plan copyright Proctor and Matthews.

Images 119 to 121 — Edgware Green (photo credits: Tim Crocker).

Image 122 — Edgware Green (photo credit: Tim Crocker).

Images 123 and 124 — Edgware Green (photo credits: Maccreanor Lavington).

Image 125 — Liberty Quarter (photo courtesy of Design for Homes).

Image 126 — Liberty Quarter. Site plan copyright Proctor and Matthews.

Images 127 to 129 — Liberty Quarter (photos courtesy of Design for Homes).

Image 130 — Dockwray Square.

Image 131 — Dockwray Square. Site plan copyright Proctor and Matthews.

Images 132 and 133 — Dockwray Square.

Image 134 — Dockwray Square (photo credit: Ian Darby Partnership).

Image 135 — Ingress Park (photo courtesy of Homes England).

Image 136 — Ingress Park. Site plan copyright Proctor and Matthews.

Images 137 to 139 — Ingress Park (photos courtesy of Homes England).

Images 140 to 142 — Ingress Park (photos courtesy of Homes England).

Image 143 — Tarporley (photos courtesy of Homes England).

Image 144 — Tarporley. Site plan copyright Proctor and Matthews.

Images 145 to 147 — Tarporley (photos courtesy of Homes England).

Images 148 and 149 — Tarporley (photos courtesy of Homes England).

Image 150 — Tarporley (photo credit: Joe Jessop).

Image 151 — Horsted Park (photo courtesy of Proctor and Matthews).

Image 152 — Horsted Park. Site plan copyright Proctor and Matthews.

Images 153 to 155 — Horsted Park (photos courtesy of Proctor and Matthews Architects).

Image 156 — Abode at Great Kneighton (photo courtesy of Proctor and Matthews Architects).

Image 157 — Abode at Great Kneighton. Site plan copyright Proctor and Matthews.

Images 158 to 160 — Abode at Great Kneighton (photo credits: Tim Crocker).

Images 161 and 162 — Abode at Great Kneighton (photo credits: Tim Crocker).

Image 163 — Abode at Great Kneighton (photo courtesy of Robin Buckle).

Image 164 — Aura at Great Kneighton. Site plan copyright Proctor and Matthews.

Images 165 to 167 — Aura at Great Kneighton (photos courtesy of Design for Homes).

Image 168 — Roussillon Park (photo courtesy of Ben Pentreath).

Image 169 — Roussillon Park. Site plan copyright Proctor and Matthews.

Images 170 to 172 — Roussillon Park (photos courtesy of Ben Pentreath).

Images 173 to 175 — Roussillon Park (photos courtesy of Homes England).

Image 176 — Cottam Meadow (photos courtesy of Homes England).

Image 177 — Cottam Meadow. Site plan copyright Proctor and Matthews.

Images 178 to 180 — Cottam Meadow (photos courtesy of Homes England).

Image 181 — Barton Park (photo credit: Steve McCoy).

Image 182 — Barton Park. Site plan copyright Proctor and Matthews.

Images 183 to 185 — Barton Park (photos courtesy of Homes England).

Images 186 to 188 — Barton Park (photos courtesy of Homes England).

Image 189 — Marleigh (photo courtesy of Homes England).

Image 190 — Marleigh. Site plan copyright Proctor and Matthews.

Images 191 to 193 — Marleigh (photos courtesy of Homes England).

Question 10

Contacts

Accepted Answer

Homes England

The Housing and Regeneration Agency

enquiries@homesengland.gov.uk

0300 1234 500

www.gov.uk/homes-england

National Housing Design Audit, January 2020 ↩
Paragraph 109 of the NPPF. ↩
Understanding the 20-minute neighbourhood. University of Dundee, Dr. Husam AlWaer, April 2024 ↩
Source: Public Health England - Spatial Planning for Health, Public Health England – Healthy Places and TRUUD Phase 1 Report February 2024. ↩
Source: Climate Change Commission 7th Carbon Budget ↩
Source: Department for Transport (2020). Gear Change. A bold vision for cycling and walking. ↩
Manual for Streets 2. Department for Transport. Published 29 September 2010. ↩
Source: Sustrans, 2024. ↩

Cookies on GOV.UK

Applies to England

Foreword

Significant elements of the guide

Acknowledgements

Project team

Sounding board

Case studies and precedent examples

Photography

Diagrams

Maps

1. Introduction

1.1 Parking design and sustainable places

Figure 1 — Homes England’s Sustainable Placemaking Outcomes

Centre

Inner

Outer

Policy context

Health and wellbeing

Climate crisis and resources

Biodiversity net gain (BNG) and surface water mitigation

Resources

The cycle of induced demand

1.2 Car ownership trends

Ownership levels

Geographic trends

Car ownership by tenure

2. The golden rules

2.1 The golden rules

2.2 Building for a Healthy Life

Integrated neighbourhoods

Distinctive places

Streets for all (micro)

3. Parking strategies

3.1 Target flexible ownership and access to reduce the amount of car parking

Allocated versus unallocated

Advantages and disadvantages of allocated and unallocated car parking

Allocated car parking

Unallocated car parking

Towards a hybrid approach

Scenario 1 — allocated car parking

Scenario 2 — hybrid car parking

Alternatives to on-plot parking: allocation in the public realm

Example — Horsted Park, Kent

Example — Mulberry Park, Bath

3.2 Get the streets and spaces right before the car parking arrangements

It’s a balancing act

3.3 Make sure the parking supports street enclosure

Example — Abode, Great Kneighton, Cambridge

Example — Goldsmith Street, Norwich

3.4 Maximise activity in the street

Significant features of streets for living and play:

Example — Newhall, Harlow

Cul-de-sacs create disconnected places

3.5 There isn’t a single best parking treatment, so provide a mix

Case study examples

Horsted Park, Chatham, Kent

Kidbrooke, London

Kelham Island, Sheffield

Aura and Abode, Great Kneighton

3.6 Choose a treatment that suits the density of a development

Why traffic lights?

EV charging

Accessible parking

Bay sizes

Mobility hubs, cycle hubs and car clubs

Off-plot (structure)

Off-plot (court)

On-street

On-plot

Flat over garage (FOGs)

Cycle storage

3.7 Make the parking efficient — on-street parking can be better than rear courts

Learning from Upton versus Kew, London

3.8 Limit the visual impact of car parking with landscaping

Use soft landscape to subdivide and screen car parking

Integrate car parking into the existing landscape setting

Locate car parking within a framework of green infrastructure

3.9 Incorporate integral garage house-types

3.10 Consider grouped car parking or a ‘car barn’