Well located, secure bike storage and parking will encourage cycling by making it more convenient and attractive.
Cycle storage and parking must be provided for all new developments, including visitor and customer parking.
For terraced, semi-detached and detached homes, parking provision for homes should be provided
For flats and maisonettes, cycle parking should be provided in a secure communal storage area.
Provision within the home should only be used on the ground floor or where the flat is accessible by a lift with adequate space for bikes.
Communal facilities can be provided to serve terraced, semi-detached and detached homes as an alternative to on-plot cycle parking
On-plot cycle parking needs to be as convenient as possible. In practice this means being close to the street so residents do not need to drag their bikes through their home.
External residential bike parking must be:
Bike storage sheds or shelters should measure a minimum of 1.4 m x 2.0 m internally to allow storage of 2 cycles.
This type of storage is more efficient in terms of space. While primarily required for blocks of flats, it can also be used to serve individual homes.
The following needs to be considered when designing shared or communal bike storage and parking.
Communal bike storage facilities must not be located in the adopted highway.
Communal bike storage must meet Secured by Design standards for security and protection from theft.
Communal parking must provide a minimum of 5% of spaces to accommodate larger bikes, such as cargo bikes and adapted accessible bikes.
They should be situated in well-overlooked locations, well lit, signed and close to the entrances of buildings - within 20 m of the building they serve.
This refers to kerbside cycle parking facilities, either for visitors in residential areas, or serving commercial buildings and high streets.
Public cycle parking must be well overlooked and situated in clusters.
Where provided on the adoptable highway, cycle parking must be located either:
Cycle parking areas must be hard paved, cycle stands on soft landscaped areas are not permitted.
Where cycle parking is installed at carriageway level it must be protected by one of the following:
Cycle stands should be 'Bilton' style stands which include a cross bar for added security.
As a minimum, 5% of cycle on-street parking spaces should be larger to accommodate cargo bikes and adapted accessible bikes
This section looks at the principles for appropriately accommodating secure, convenient and ample parking that households need, while ensuring streets are not dominated by cars and maintaining space for people and nature.
These rules sit alongside the parking policies set out by each District - Lincolnshire County Council cannot set parking numbers at planning. In short, the 'why' and the 'how many' is answered in the policy documents, while the code sets out the 'where' and 'what'.
To achieve Better Streets, the design of parking is key. That means providing a range of convenient solutions - not just driveways.
| District | Plan | Plan Period |
|---|---|---|
City of Lincoln | Central Lincolnshire Local Plan | 2018–2040 |
North Kesteven | Central Lincolnshire Local Plan | 2018–2040 |
West Lindsey | Central Lincolnshire Local Plan | 2018–2040 |
South Kesteven | South Kesteven Local Plan | 2011–2036 |
Boston Borough | South East Lincolnshire Local Plan | 2011–2036 |
South Holland | South East Lincolnshire Local Plan | 2011–2036 |
East Lindsey | East Lindsey Local Plan | 2011–2031 |
For all developments of 50+ homes in Historic, Town and Suburban Area Types - the number of homes with front driveway parking must be no more than 50% of the total. Other on plot-solutions (side parking, garages, etc) are permitted.
For major developments in the Historic and Town area types sites a split parking provision must be used.
Where the parking ratio is greater than one space:
In the Suburban area type a split parking provision should be used.
In the Rural area type, a split parking provision can be used to create a quieter, more rural character in keeping with historic villages.
The following images demonstrate how parking can be accommodated in the different Area Types.
Car clubs can offer an affordable alternative to a new or second car and could significantly reduce the amount of parking space required in new developments. One car club space can replace over 25 private vehicles - freeing up parking spaces for essential vehicles, and land for more homes and greenery. They also provide families with the flexibility of an additional vehicle, at a much lower cost.
The following rules apply to the provision of space for car clubs.
All medium and large housing developments (50+ homes) must provide space for car clubs.
These spaces must be clearly marked and located throughout the development, particularly in areas of higher density and in local centres
Car club spaces should include EV charging facilities. As a minimum, a passive provision for EV charging should be made.
In line with the Lincolnshire Electric Vehicle Strategy and the Local Transport Plan 5, new developments will need to be future-proofed by incorporating adequate electric vehicle (EV) charging provision. This includes on-plot and on-street charging points, as well as passive provision for EV chargers where appropriate.
In accordance with Part S of the building regulations, all new homes will require access to EV charging where parking is provided on plot. To supplement this, on-street charging points will also be required.
On-street Electric vehicle (EV) charging points must not obstruct footways. There must be a minimum clear footway of 2.0 m where EV charging equipment is installed.
Cross pavement charging channels are not an acceptable solution for on-street parking and must not be used.
On-street charging points should be located within buildouts in between parking spaces or integrated into street furniture (e.g. lampposts).
All on-street spaces should have passive provision for EV charging points. This can be in the form of an empty continuous duct running alongside parking bays, allowing cables to be routed to the nearest feeder pillar or supply point in the future without excessive excavation.
Developers should engage with the Distribution Network Operator (National Grid Electricity Distribution or Northern Powergrid, depending on the location) to ensure that the electrical supply infrastructure is designed to accommodate future EV charging demand across the development. This includes substation and mains cabling capacity.
EV charging points are an evolving technology, and this code does not mandate any particular solution. Current options include:
Parking bays need to be adequately sized to accommodate most modern vehicles. Bays that are too large are an inefficient use of space, while bays that are too small won't be used and will result in displaced parking.
Parking bays must be designed in accordance with the minimum dimensions set out in table 4.5 below.
Where spaces are located next to a potential obstruction (wall, fence, hedge, street trees) an aisle width of 0.5 m should be added to the width of the space.
Aisle widths between bays should be a minimum of:
This can be reduced if demonstrated through tracking that bays are still accessible - it is not necessary to access the parking space in one manoeuvre.
Smaller on-street parallel parking bays can be permitted when the bay is at the level of the pavement. This allows adequate (min 1.2 m) space alongside the bay for access.
| Type | Width | Length | Note |
|---|---|---|---|
Parallel parking bay | 2.2 m | 6.0 m | Parallel bays must not be individually marked to allow flexibility Refer also to street typologies for guidance on parking bay widths |
Perpendicular / echelon parking bay | 2.5 m | 5.0 m | Bays can be increased to a maximum of 2.8 m if there is a particular need to accommodate larger vehicles. |
Accessible parking bay | 3.6 m | 6.0 m | Refer to Inclusive Mobility (DfT, 2021) for additional details. |
On-street accessible parking bay | 2.7 m | 6.6 m | Refer to Inclusive Mobility (DfT, 2021) for additional details. |
Motorcycle (or other powered two wheeler) parking bay | 1.4 m | 2.2 m | Bays should not be marked to allow maximum flexibility. |
On-street parking, normally within the adopted highway, is the most flexible and efficient way of delivering parking and integrating it into the layout of a development. It also helps slow traffic by introducing 'edge friction', provides additional separation between moving vehicles and pedestrians and cyclists, and helps to eliminate nuisance pavement parking.
Parking in the adopted highway cannot be allocated, but this makes it more efficient. Studies have shown that 20% fewer spaces are required overall when parking is unallocated.
There are three sub-categories of on-street parking that are described in this code:
The following rules apply to kerbside parking. Parallel bays are preferred but perpendicular and echelon bays can be used.
On-street and opportunity parking should be unallocated, and where parallel or perpendicular parking is provided individual bays must not be marked.
On-street parking bays must be broken up with trees and other greenery. Bays must be in groups of no more than:
Where perpendicular or echelon parking is used, it must be on one side of the street only.
Individual parallel bays should not be marked to allow flexibility, unless a bay is accessible.
On-street parking can be within visibility splays on Type 2 Residential Streets and Type 3 Tertiary Streets.
Additional space for on-street opportunity parking can be provided by varying street widths.
Central reservation parking is appropriate for Principal Streets and can help provide significant amounts of parking. It needs careful design to avoid the street becoming car dominated.
Central reservation parking must be broken up using trees and other greenery.
Parking can be integrated into public spaces such as squares, green spaces and junctions. Parking squares are not to be confused with parking courts which are not situated within the public highway.
A parking square can accommodate different levels of parking – from on-street bays placed around a landscaped square, to a dedicated parking area that can double up as a public space.
Parking bays must be broken up with trees and other greenery. Bays must be in groups of no more than:
At least 25% of a parking square should be public space or green space.
Parking squares can include non-adopted areas of parking. This allows parking to be allocated if required.
Parking squares can be designed to be multi-functional – for example a town or village centre square can be used for events and markets.
Shared parking areas can be an efficient way of providing adequate parking while freeing up space on streets and front driveways. It allows the creation of quiet, car-free or car-light streets.
Shared parking solutions include:
Rear parking courts are situated to the back of homes, typically enclosed in a block. They are privately managed rather than part of the adopted highway. Used sparingly, and with careful design, they can be easily integrated into new developments and provide ample, convenient parking. Poorly designed, they can detract from the quality of a place and will not be well used - leading to nuisance parking elsewhere.
Rear parking courts must be overlooked from surrounding buildings.
Homes served by rear parking courts must have their primary access from the street, only secondary access can be provided at the rear.
Rear parking courts must include trees and greenery - between bays or at boundaries. As a minimum a 0.5 m wide planted border must be provided on the boundary.
Rear parking courts should not normally exceed 12 spaces.
Parking bays should be laid in a permeable material, such as permeable block paving or grasscrete.
The access to parking courts can be gated to control access.
Access to parking courts can be via an archway between homes.
Rear parking courts can include garages and car ports, as well as coach houses and mews homes.
A useful alternative to a rear court is a parking mews - this is essentially a small street at the rear of homes whose primary function is to provide parking and access to parking. They can include homes, including coach houses or flats above garages. While the street itself can be adopted, any allocated parking would not be.
For a parking mews to be adopted, it must be designed as a Type 3 Tertiary Street.
Mews streets in Historic, Town and Suburban area types should incorporate homes or commercial buildings that front the street. These can be individual homes, or residential annexes, coach houses or flats over garages (FOGs) – Unless access to the mews is controlled (gated).
Parking mews should have access at both ends - but both ends do not need to be open to vehicle traffic.
Parking mews can be filtered at one end to prevent through traffic.
Parking mews can include unallocated on-street parking.
Front parking courts are small parking areas constructed to the front or side of homes. They can be a useful parking solution but require careful design to ensure that they don't just end up as a car park surrounded by homes. This includes limiting the size of the court and softening it with greenery. They are privately managed and are not part of the adopted highway, unlike parking squares which are.
Front parking courts must not exceed the following number of spaces:
-Elsewhere: 20 spaces
Front parking courts bigger than 10 spaces must be fronted by buildings on 3 sides.
Front parking courts must be broken up with trees and other greenery. Bays must be in groups of no more than:
Parking bays must not go up to the property boundary – they must be separated by a street or footway to allow clear access to properties.
Adjoining rows of parking bays should be separated by a landscaped strip, minimum 0.5 m wide
Parking courts should not be laid only in natural tarmac. Block paving is preferred, and as a minimum a mix of materials should be used.
Peripheral parking refers to parking areas that are not immediately adjacent to the homes they serve - these are suitable for providing the second and third spaces for homes but can be used for primary spaces.
Temporary parking areas can be provided on undeveloped plots with the intention that the plot can be converted to a home in the future.
Peripheral parking areas must incorporate planting and greenery.
Peripheral parking areas must be bounded with low walls, fencing or hedges to clearly define the boundary and allow surveillance.
Peripheral parking areas should be laid in permeable materials such as permeable block paving, gravel, and grasscrete.
Parking areas can be designed as temporary areas that may be developed at a later date. The simplest way of doing this is by allocating plots within a block as parking.
Undercroft, or underground parking is a useful typology in higher density development or constrained urban locations and brownfield in-fill sites. Multi storey car parks are suitable for town centres.
multi-storey parking must be enclosed with built form, or have active uses on the ground floor, to maintain active frontages on at least one street.
Entrances to underground or undercroft parking must be via pavement crossover or continuous crossing. Bell mouths that interrupt the pavement line must not be used
On Type 1 Principal and Type 2 Residential Streets, undercroft parking should only be to the rear of buildings, ensuring that an active frontage on the street is maintained.
Street fronting undercroft parking can be used on Type 3 Tertiary streets.
Underground and multi-storey car parks can provide parking for multiple purposes, including spaces that can be leased to surrounding homes and businesses, and short stay parking for visitors.
Multi-storey car parks can be designed to be adaptable so they can be repurposed in the future.
This code covers common types of communal parking facilities that have been shown to work well in new and historic developments. There may be other solutions that lead to good outcomes, including ones that make use of new technologies.
Homes England are publishing a revised version of Parking: What works where (2026). This sets out current best practice and includes additional case studies. Lincolnshire County Council will be open to permitting solutions that are included in this publication, subject to discussion.
Other parking solutions that are not covered by this code can be used, subject to discussion with LCC and submission of evidence supporting their use (such as a published case study, or data from an established scheme).
On-plot parking is convenient, but it is often less flexible and efficient than other parking solutions. Unless designed carefully, too much on plot parking will lead to streets with little greenery, wall to wall tarmac, and no room for traditional suburban front gardens. With careful design and restrained use, front gardens, greenery and parking can co-exist.
It is generally more suitable for lower density developments, particularly in Rural area types. There are three sub types of on-plot parking covered by the code:
The following rules apply to front driveway parking.
Where front driveways are provided, the building line must be set back at least 5.0 m from the back of the footway to avoid obstruction to the pavement.
Hard landscaping on driveways must be laid in permeable materials or drain towards a soft landscaped area. No runoff must enter the public highway.
The driveway must be screened using a low wall, tree planting or hedge, maximum 1.0 m high.
On corner plots, parking spaces must not be adjacent to the junction and must be positioned behind the building line.
Front driveway parking should not be used in Town and Historic area types, unless this complements the existing built form.
In Suburban area types front driveway parking should only be used on one side of a street – this reduces the impact and allows tighter street enclosure
Front driveways should incorporate the minimum amount of hardstanding required for parking and manoeuvring. At least 25% of the frontage should be soft landscaping.
Side parking is a preferable on-plot parking solution as it avoids excessively wide streets and allows more space for front gardens. It is suitable for detached, semi-detached, and end of terrace homes.
Parking must not be forward of the building line.
In Suburban, Town and Historic area types, side parking must only be one space wide, per home.
Side by side spaces for an adjoining property should be separated by a boundary wall or hedgerow.
Side parking can be integrated with a garage set back from the front of the house.
Side parking can be set to the rear of the house, and access through an archway under the building.
Garages are suitable for most area types and house types and offer secure and convenient parking. They can easily be integrated into a building, with rooms above, allowing continuation of the building line and making efficient use of space. They allow higher density and tighter streets, while providing secure on-plot parking.
Car ports are similar but are not enclosed on all sides. Designed well, both garages and car ports can add to the character of a street.
Garage doors must not protrude onto the street when open. On tight sites, this can be achieved using roller shutters, sliding or inward opening doors.
If garages are to accommodate cycle parking, garages must be a minimum of:
Single:Garages and car ports must either be in line with the building they serve or set back.
Garages that do not meet the minimum dimensions in above must not be counted towards parking provision.
If cycle parking is to be provided elsewhere the minimum depth of a garage could be reduced to 5.5 m.
The following case studies, both local and national, provide good levels of parking by using a range of solutions.
Harmston has high parking provision, but manages to create streets that don't feel dominated. This is achieved through side parking on plot and the use of a parking mews street.
Equivalent area type: RuralThe Wintles uses a mix of car ports and peripheral parking areas to help maintain a rural character.
Equivalent area type: RuralThis site uses parking courtyards to create some fantastic car-free streets.
Equivalent area type: Rural or SuburbanUses a mix of on-street and on-plot parking. The latter is provided along the side of houses and in garages.
Equivalent area type: SuburbanA good mix of on-plot, communal and on-street parking. The central avenue uses parking in the central reservation.
Equivalent area type: SuburbanA high-density development with well-integrated parking and a mix of parking solutions, including courtyards.
Equivalent area type: TownMakes excellent use of courtyards to free streets from parking and cars. The parking barns provide additional parking.
Equivalent area type: TownNansledan makes use of mews and courts, containing individual garages and coach house, as well as on-street parking. While the mews courts lack greenery, and are dominated by tarmac, the result is that the main streets, and front gardens, are not full of parked cars. It also enables tight mews streets and other traffic free streets.
This site makes excellent use of topography and cleverly integrates garages into homes.
Equivalent area type: TownDesigned poorly, parking for shops, businesses and other non-residential uses can dominate the street and lead to buildings marooned in a sea of tarmac. There is a need to balance convenience and access with good urban design and ensure that parking does not impede the ability to walk and cycle.
For non-residential uses, car parking should be located to the side or rear of buildings, or on the street, rather than between the building and the street.
Cycle storage and parking at work, school, or the shops is an essential part of a joined-up cycle network, allowing more travel choice.
Cycle parking should consider the needs of all potential users and the range of cycles which will use the facilities, including cargo bikes and accessible cycles.
A 'cycle hub' can be used where parking is required in great numbers. This would normally be located within a building, and often co-located with maintenance facilities, cycle hire, changing rooms, lockers and showers.
For non-residential uses cycle parking should be provided for both employees and visitors and customers.
Cycle parking should be in accordance with the requirements of Section B.4.1 - Cycle storage and parking of this code.
Cycle parking for employees should be under cover and secure wherever possible.
The number of cycle parking spaces required will depend on site-specific characteristics; the below provides an indicative guide.
| Type of premises | Recommended provision |
|---|---|
Food retail | 1 stand per 250m² ground floor area. |
Non-food retail | 1 stand per 500m² ground floor area. |
Offices | 1 stand per 200m² ground floor area. |
General industry | 1 stand per 200m² ground floor area. |
Warehousing | 1 stand per 1000m² ground floor area. |
Cinemas, theatres, conference facilities, or other places of assembly with fixed seating | 1 stand per 20 seats. |
Schools, sixth forms and colleges | 1 stand for every 10 pupils and 1 stand for every 10 staff. |
The following rules apply to parking for 'powered two wheelers' such as motorcycles and scooters in non-residential settings. Well situated and secure motorcycle parking is required for customers, visitors and employees alike. Additional facilities for employees, such as lockers and changing facilities, could also be provided.
Parking for powered two wheels should be provided at 1 space per 20 parking spaces.
Parking for motorcycles and scooters should meet the following criteria:
-Be situated close to the entrance in a regularly overlooked position.
-Not impede the footway or pedestrian routes, maintaining 2.0 m clear width.
-Be well signed and adequately lit.
-Be provided under cover if possible.
-Be clearly delineated and sized to prevent use by cars.
-Include anchor points to which vehicles can be locked.
Under the Equality Act 2010, it is the responsibility of site occupiers to ensure that adequate provision is made for the needs of people with disabilities.
The number of spaces required for people with disabilities varies between use classes, and the standard has been based on Inclusive Mobility: A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure (2021).
Greater provision may be required at hotels and sports stadia that specialize in accommodating groups of disabled people.
| Type of premises | Recommended provision |
|---|---|
Existing employment premises | 2% of total car park capacity (minimum one space). Spaces for disabled employees must be additional to those recommended above |
New employment premises | 5% of total parking capacity (including both employees and visitors) |
Shopping areas, leisure or recreational facilities, and places open to the general public | One space per disabled employee, plus 6% of total capacity for visiting disabled motorists |
The following provision is recommended.
| Type of premises | Recommended provision |
|---|---|
Sheltered housing category 1 and 2 and extra care | 1 space per residential staff + 1 per 2 units |
Residential care homes for the elderly | 1 space per FTE staff + 1 space per 3 beds |
Convenience retail (A1) (food retail) | 1 space per 14m² |
Comparison retail (A1) (non-food retail) | 1 space per 20m² |
Restaurants and cafes (A3), drinking establishments | 1 space per 5m² |
Business (B1) Offices and light industrial | 1 space per 30m² |
General Industrial (B2) | 1 space per 50m² |
Storage or distribution (B8) | Min 1 space per 150m² |
Nursery, primary or secondary schools (D1) | Typically 1 space per 2 staff + an allowance for visitors |
Higher and further education | Typically 1 space per 2 staff + 1 space per 15 students |
Hotels | 1 space per bedroom |
Cinema/ theatres/ conference facilities/ bingo halls/ other places of assembly and fixed seating | 1 space per 5 seats |
