Office developers have strongly backed proposals to water down cycle parking requirements as new analysis reveals that the vast majority of indoor bike rack spaces are sitting empty every day.

The LPA’s analysis covered more than 21 office buildings in central London, including the ‘Can of Ham’ block

The London Property Alliance (LPA) has found that more than three quarters of existing cycle parking spaces are vacant during peak, mid-week periods. In newer buildings, designed to the latest London Plan (2021) standards with higher cycle parking requirements, the figure rises to 84%.

Its analysis covers more than 10.7m sq ft across 21 modern office buildings in central London. Around 32,433 employees and nearly 9,000 cycle parking spaces were assessed during peak mid-week periods during spring 2025 and summer 2026.

The LPA welcomed proposals from London mayor Sir Sadiq Khan to cut down on “large swathes of unused cycle storage space in London’s office buildings”, suggesting they could give office schemes in the capital a viability boost by reducing the need for expensive and carbon-intensive basement spaces that are vastly unused.

It said the new rules would reflect the surge in the use of hire bikes and dockless e-bikes. Existing cycle space could be repurposed into underground amenity spaces, while relaxing requirements will cut construction costs amid an increasingly challenging development market.

The current London Plan calculates office cycle parking primarily by floorspace, requiring one long-stay space per 75 sq m gross external area, often delivered in basements. Observed use equated to one occupied bike space per 433 sq m of office floorspace, the LPA said.

The mayor has suggested reducing office cycle space regulations in the draft London Plan, with long-stay cycle parking for non-residential development proposed to move towards a staff-based calculation. Where occupier information is unavailable, offices would assume one employee per 15 sq m net internal area.

Additionally, the draft plan recognises that providing the full minimum level of cycle parking may not be appropriate where it would require a basement or additional basement level, or disproportionately reduce lettable or saleable floorspace. Where full onsite provision is not feasible, alternatives include shared cycle parking, secure on-street provision and public hire cycle infrastructure.

The existing London Plan assumes that 19% of employees cycle to work, with the new draft adjusting this figure to 10%. The LPA estimates, based on its observations, that the figure is 6.5%.

Simon Swietochowski, vice-chair of the City Property Association, part of the LPA, said: “A well-intentioned policy designed to support sustainable travel before the dawn of hire bikes and dockless e-bikes has inadvertently led to large swathes of unused cycle storage space in London’s office buildings.

“The majority of this space is at basement level – one of the most carbon-intensive and costly parts of any office development. The embodied carbon within this vacant space is substantial and the impact on viability is significant.

“The proposals to reduce requirements to reflect the reality of modern commuter habits, while also encouraging sustainable forms of travel, are welcome and will help support future development and the jobs and economic growth it provides.”

Khan recently also said the government was taking too long introducing regulations for dockless e-bike schemes, with the rules not due to be in place until at least 2028.