Update: EU wants to introduce compulsory bicycle parking racks

What is the basis for the amendment to the decree?

A major impetus comes from Brussels. The European Union’s Energy Performance of Buildings Directive (EPBD) requires Member States to promote the development of green mobility, which translates as fewer cars, more bikes. The aim is to reduce greenhouse gas emissions from transport. And it is the lack of bicycle parking spaces that the EU identifies as one of the main problems why people do not use bicycles more.

The amendment to the decree prepared by the ministry translates this directive into the Czech legal framework. A major innovation is the obligation to provide bicycle parking in most new and renovated buildings, including non-residential buildings.

Who is affected?

The Decree applies not only to developers of residential buildings, but also to a wide range of operators and investors in commercial or public buildings. The obligation to provide bicycle parking spaces will now apply to these buildings:

• Residential and single-family dwellings
• Schools and nurseries
• Hospitals and surgeries
• Offices and public buildings
• Hotels, restaurants and shops
• Sports venues, theatres, museums, exhibition centres
• Manufacturing companies and warehouses
• Crematoria

The obligation is triggered if the building has more than 5 parking spaces or if the parking is inside or adjacent to the building.

What applies to apartment buildings?

In the case of apartment buildings, the amendment sets a clear rule: two bicycle spaces per apartment unit if the building has more than three parking spaces. Whether it is a new building or a renovation, if car parking is added, bicycles must be kept in mind.

The number of parking spaces at apartment buildings is set by ordinance. For conventional residential development, there is a minimum of 90 long-term parking spaces per 120 units. For projects focused on so-called affordable rental housing, the requirement is more lenient – 90 parking spaces are sufficient for up to 240 units. The question is where to fit it all.

Bicycles need to be parked somewhere, even at single-family homes

The ordinance doesn’t distinguish between apartment and single-family homes by type of construction, but by number of parking spaces. So if you have a house with four car spaces (for example, two in the entrance and two in front of the house), you are also obliged to provide parking for bicycles.

Is this logical? From a legislative perspective, yes, because the ordinance focuses on encouraging bicycle traffic, not the size of the property. However, many municipalities may see this as an undue burden on small investors and owners of smaller properties.

How much space does bike parking take up?

For non-residential buildings, the determination methodology is different. The number of parking spaces is calculated as 15% of the average occupant capacity of the building or 10% of the total capacity of the building. Non-standard sized bicycles – cargo bikes, tricycles, e-bikes – must also be taken into account.

In practice, if, for example, a hospital or school has a capacity of 1 000 people, it must have at least 100 to 150 spaces for bicycles. And if the building already has more than 5 car parking spaces, this obligation is triggered without exception.

Are there exceptions?

Yes, but they are very limited. The only exception is for temporary structures – those that are to stand for no more than one year. In practice, these will be temporary pavilions, seasonal buildings or emergency solutions. Permanent buildings are not exempt from the requirement to provide sufficient bicycle parking.

The zoning plan may change the rules

In some cases, a municipality’s zoning plan or regulatory plan may interfere with the rules. For example, it can increase or decrease the number of required bicycle parking spaces, determine the type and location of bicycle parking, and establish different rules for historic downtowns.

Especially in urban conservation areas, the situation can be more complex. It is difficult to find a place to park bicycles where there is no space for bins.

What are the implications?

The obligation to build infrastructure for bicycles is now part of the building permit process. If a developer fails to provide a sufficient number of bicycle spaces, the building authority may refuse to grant approval. This can have major implications for the construction schedule and budget.

From a legal point of view, it is therefore essential to provide for this infrastructure in the project documentation, including security features (lighting, shelter), anti-theft and barrier-free access.

Cycling advocates welcome the amendment as a small “cycling revolution”. Critics, however, see it as over-regulation and another paper obstacle to development. Especially in cities, finding space for so many bikes can be a problem. Another question is whether people will actually use the cycling infrastructure.

However, there is also a positive scenario for municipalities: if well integrated, bike parking spaces can help ease traffic, improve public space and contribute to a healthier lifestyle.

Summary

The European Union is promoting the development of green transport and, as part of the Energy Performance of Buildings Directive, is now requiring all new and renovated buildings, including apartment blocks, schools, hospitals, offices and even crematoria, to be equipped with mandatory bicycle parking spaces. The ordinance, drafted by the Ministry of Regional Development, mandates, for example, two bicycle parking spaces for each apartment in a building if the building has more than three car parking spaces, and for non-residential buildings it sets a rate according to the occupancy capacity (10-15%). The obligation also applies to single-family houses with more than three parking spaces, with an exception only for temporary buildings with a lifetime of up to one year. Municipal zoning or regulatory plans may intervene in the rules. The obligation to construct bike lanes now becomes a condition of approval, which impacts the budget and construction schedule. The amendment has provoked mixed reactions: cyclists welcome it as a step towards healthier cities, while critics see it as over-regulation and a practical problem, especially in densely built-up areas.