VEHICLE PARKING PROVISION in DEVELOPMENT PROPOSALS

Transcription

1 CODE OF PRACTICE VEHICLE PARKING PROVISION in DEVELOPMENT PROPOSALS 2011 Edition Development & Building Control Division

2 CODE OF PRACTICE FOR VEHICLE PARKING PROVISION IN DEVELOPMENTS (2011) Purpose This Code of Practice (COP) outlines the requirements of the Parking Places (Provision of Parking Places and Parking Spaces) Rules ( the Rules ) for the provision of parking places and spaces. It also cites examples of good practices in the industry. Diagrams, sketches and photographs are used to illustrate some of the parking requirements and practices. The Rules stipulates the following: a) The minimum number of parking spaces to be provided for various uses; and b) The minimum dimensions of such parking spaces, circulation aisle, access ramps and other details on the arrangement of the parking place and spaces. c) The conditions, including payment of money, under which the Land Transport Authority (LTA) may grant a waiver on the parking provision. In using the information in this COP, users should always make reference to the Rules. The Authority reserves the right to impose conditions on individual development proposal not covered in the COP, on a case-by-case basis.

3 Forward to Users There are two key considerations a Qualified Person (QP) must take when designing a parking place. The first is the parking space requirement and the second is the layout of the parking place. The first principle encapsulates the policy of self-sufficiency in parking supply. Each development must provide adequate parking spaces to meet its own parking demand. However, the Rules stipulate a minimum provision standard to provide developments the flexibility of providing additional parking spaces if the need is established. QPs must balance the often conflicting requirements for the different uses in the building space in order to both serve the primary economic activities of the development and meet the parking needs of occupiers, tenants and customers. The second principle ensures the provision of a safe and functional parking place layout to facilitate smooth and convenient passage for motorists. QPs should design the parking place with this in mind. While the minimum dimensions of a parking place stipulated in the Rules meet the space and manoeuvring requirements of most vehicles in Singapore, provision in excess of the minimum dimensions may be made to further enhance the layout of the parking place. Where land comes at a premium and competing uses in the development constraints the provision of conventional parking spaces, mechanised parking systems offer a feasible option for providing parking spaces. These systems typically operate either on a stacking basis or a storage basis. Car lifts then replace the conventional ramp system for access to the parking place. Mechanised parking systems can be incorporated in a parking place as long as they meet the requirements stipulated in the Rules. QPs must give due consideration to the safety of motorists, pedestrians and vehicles in the design of mechanical parking systems as it involves heavy moving machinery, to avoid harm and damage to property.

4 Disclaimer The contents of this Code of Practice (COP) are subject to revision from time to time. A circular will be sent to inform the professional organisations of changes. Users are advised that this COP is a guide to the Rules. Where there are ambiguities or perceived conflicting requirements, the Rules will have precedence. Users are also advised to consult the LTA at as early a stage in their development as possible to ensure that the needs of the developer are met holistically. While every endeavour is made to ensure that the information provided is correct, the Authority disclaim all liability for any changes or loss that may be caused as a result of an error or omission in the COP.

5 CONTENTS Page Chapter 1 Provision of Parking Spaces 7 Chapter 2: Parking Layout Dimensions 13 Chapter 3: Mechanised Parking Systems 31 Chapter 4: Good Practices 43 Chapter 5: Plan Submission Procedure 58 Appendix A Parking provision standards 64 Appendix B Types of developments exempted from deficiency charge 74 Appendix C Samples of Computation for Parking Requirement 75 Appendix D Map showing the Central Area for the rates of deficiency charge 78 Appendix E Types of developments exempted from obtaining vehicle parking clearance 79

6 Definitions Unless otherwise stated, the definition of the following terms is as follows. Authority means the Land Transport Authority (LTA) Competent Authority means the Competent Authority appointed under the Planning Act Qualified Person means a person who is registered either as: a) an architect under the Architects Act; or b) a professional engineer under the Professional Engineers Act

7 CHAPTER 1: PROVISION OF PARKING SPACES Overview The Parking Places (Provision of Parking Places and Parking Spaces) Rules stipulate the minimum parking provision to give developers the flexibility to provide more parking spaces if they so desire. Developments can provide more parking lots than this stipulated minimum to meet their own parking demand. This chapter illustrates the method adopted for the computation of the minimum number of parking spaces a development is required to provide. Under the Range-Based Car Parking Standards (RCPS) developers are given the flexibility to provide up to 20% less than the stipulated standard for non-residential uses, and residential use in Zone 1 and Parking Provision The minimum parking provision standards for the various development uses are given in Appendix A. The actual number of parking lots provided is left to individual developers to determine. Developers have to decide how they will balance the different uses for their building space to maximize returns and meet the parking needs of tenants and customers. Parking requirements are usually based on the gross floor area quantum or the number of units of the development uses. Where a parking standard is not available for a proposed use, the QP may carry out his own assessment on the parking requirement and submit it with justification to the Authority for approval.

8 1.2 Zonal Standards Zonal car parking requirements are stipulated for commercial and entertainment uses. For this purpose, Singapore island is divided into three (3) zones. Zone 1 comprises of the city (Restricted Zone) and the Marina Bay. Zone 2 refers to the areas within 400m radius from rapid transit system (RTS) stations outside Zone 1. The rest of the island forms Zone 3. The maps showing the Zone l and 2 can be found in LTA s website. 1.3 Range-Based Car Parking Standard (RCPS) The Rules permit a range-based car parking provision for nonresidential developments island-wide and residential developments in Zones 1 and 2. Under this standard, developers can provide up to 20% less car park lots than the prevailing standard. This will enable developers to better match the parking provision with their assessment of demand based on operational and business considerations. This allowance is not applicable to lorry, loading/unloading bays and coach parking requirements and public housing developments. The prevailing minimum car parking standard is designated as the Car Parking Standard (CPS). Under the RCPS, developers will have the flexibility to provide car park spaces at the CPS for the particular land use, or to reduce the parking provision by up to 20% below the CPS. Residential developments that provide car parking spaces lesser than the number of dwelling units will have to inform buyers of the parking situation upfront in the Option to Purchase and Sales & Purchase Agreement. For existing buildings and those that are sold, consent must be obtained from the owners of the units.

9 1.4 Other Considerations Parking provision serving a development must be made concurrent or prior to the completion within the site of the development use. Temporary parking provision cannot be considered as provision to meet the minimum parking requirement of a permanent development. Deletion and conversion of existing parking spaces is not permitted if it results in parking deficiency in the development. That is, after deletion and conversion, the remaining number of parking spaces must be sufficient to meet the minimum requirement of the existing, proposed and approved development. Where existing parking spaces serving building/s are temporarily displaced for construction work, interim-parking provision in the vicinity of the building/s should be provided. The requirement for the number of accessible parking lots shall be computed and provided for in accordance with the BCA s Code on Accessibility in the Built Environment (Accessibility Code). They shall be over and above the LTA s minimum parking requirements. Use of mechanised parking system to create more storage space for cars and car lifts to replace the conventional ramps are allowed. Guidelines for provision of mechanised parking system and car lifts are given in Chapter 3 of this COP. 1.5 Motor-Cycle Parking To prevent indiscriminate parking of motor-cycles at the nearby pavements and carriageways, developers are encouraged to provide motor-cycle parking lots within their developments. They may also allow delivery motor-cyclists to park at their loading/unloading bays to facilitate delivery by these motor-cyclists.

10 1.6 Computation for the Number of Parking Spaces Required The parking provision standards in Appendix A should be used to calculate the minimum number of parking spaces to provide. The calculation for the number of parking spaces required is to be rounded to the nearest integer. It is important to note that the rounding off is done for each use before adding up to obtain the total requirement for the development. Common areas shared by two or more uses, are computed together with main use of the development. Refer to sample computation of parking requirement in Appendix C. For Additions/Alterations and/or Extension proposals where the floor area information of the existing development is not available, the computation for additional parking requirement will be based on the increase in floor area of the proposal. For Change of Use proposal, the difference in parking requirements of the proposed use and the existing approved use of the development gives the additional number of parking spaces to be provided. Please refer to sample car parking computation for a change of use proposal in Appendix C. Fully restored development in a gazetted conservation area is exempted from parking provision if the development is conserved according to URA conservation requirements. Clearance for parking provision from LTA is not required for a full conservation building. However, new developments in conservation areas are required to comply with the parking provision for the whole development within the site. For conserved buildings with rear or side extension that comply with URA conservation requirements, the conserved portion of the building is exempted from parking provision. However, the extension is subject to normal parking requirements. A sample computation of the car parking requirement for a conserved building with rear extension is illustrated in Appendix C.

11 Service road Conserved Portion Rear Extension Fig 1.1 Conserved building with rear extension 1.7 Deficiency Charge For Waiver On Parking Provision Present Parking Standards stipulate minimum parking requirements. All effort must be made to comply with these requirements within the development site. LTA will only waive provision for the number of deficient parking spaces if it is satisfied that it is technically and physically impossible to make full parking provision. There should also be permanent public car parks in the vicinity to support the deficiency. If a QP is unable to provide the required number of parking spaces in a development, he is required to justify that it is technically not possible to provide the deficient parking spaces, and that the deficiency would not result in illegal/indiscriminate parking causing amenity problems. Application to LTA for waiver on the provision should be made prior to submission of the proposed development to the Competent Authority for approval. Please refer to Chapter 5 for submission procedure for application for waiver/modification on the parking provision. Unless exempted under the Rules (see Appendix B for the types of developments exempted), deficiency charge is imposed for the deficient number of parking spaces waived by LTA.

12 Where temporary written permission is granted by the Competent Authority, the deficiency charge payable for non-provision of the required parking spaces is 20% of the full charge for each year or part thereof of the written permission up to 5 years. The rates of deficiency charge for non-provision of the minimum required number of parking spaces are given in Table 1.1. Location of Development Proposal Rate of Deficiency Charge Central Area $32,000 per deficient car parking space Outside Central Area $16,000 per deficient car parking space Whole Island $40,000 per deficient lorry, loading/ unloading or coach space Table 1.1: Rates of Deficiency Charge

13 CHAPTER 2: PARKING LAYOUT DIMENSIONS Overview The Parking Places (Provision of Parking Places and Parking Spaces) Rules stipulate the minimum parking layout dimensions for cars, heavy vehicles and motor-cycles parking places. When designing a parking place QPs must ensure that all the dimensions are met. Where necessary, provision in excess of the requirement should be made to meet the actual demand of the development. Columns, ducts, services and other items that would affect the standard parking dimensions must be clearly indicated on the plans. These items, in a completed/constructed parking place, must not hinder the minimum dimensions specified in the Rules. QP should also consider the good practices in Chapter 4 in their design and implementation of the parking place. 2.1 Car Parking Places Minimum dimensions of parking stalls A Parking Stall refers to the space for parking of one motorcar, that is, a car parking lot. The space of the stall should be rectangular. The longer side is known as length and the shorter side is the width. In parallel parking, the longer side is parallel to the parking aisle or driveway. The minimum dimensions required of a car parking stall are as follows: Stall width: 2400mm Stall length: 4800mm Stall length for parallel parking: 5400mm The area of each stall shall be flat and free from kerbs and other encumbrances.

14 Angled Parking Parallel Parking Parking Aisle / 4800 Driveway 2400 Fig 2.1: Minimum Dimensions of Car Parking Stalls Where there is an object or obstruction, adjacent to a stall, located within the middle 2800mm of the parking length, the parking stall shall be widened. If the obstruction is on one side, the minimum stall width shall be 2700mm. If the obstruction is on both sides, then the minimum stall width shall be 3000mm. Any large element above 175mm such as columns, walls or ducts constitutes an obstruction.

15 Parking Aisle A B C 2800 Obstruction Free Zone (middle 2800mm) Obstruction (column) Fig 2.3: Parking stalls with adjacent obstructions Stall A: without any obstruction within Obstruction Free Zone Stall B: with obstruction on both sides Stall C: with obstruction on one side For parallel parking, where cars cannot be parked by reversing or where there are obstructions at its ends, minimum stall length shall be 7200mm. Angled Parking Parking Aisle Cannot reverse into lot Parallel Parking Fig 2.4: Parking stall that cannot be parked by reversing

16 2.1.2 Minimum Width of Parking Aisle A parking aisle refers to an access lane or driveway with adjacent parking stalls. Parking angle is the angle measured between the longer side of the parking stall and the line of traffic flow of the aisle. Traffic Flow refers to the direction of vehicle movement. The minimum width of parking aisle shall be as follows: Parking 1-way Traffic Flow 2-way Traffic Flow Angle Bays on 1 Bays on 2 Bays on 1 or 2 sides side sides Parallel 3600mm 3600mm 6000mm mm 4200mm 6300mm mm 4800mm 6300mm mm 4800mm 6600mm mm 6000mm 6600mm Bay on 1-side 1-way traffic flow Bays on 2-side 1-way traffic flow 2-way traffic flow Fig 2.5 Parallel Parking Aisle

17 Bay on 1-side 1-way traffic flow Bays on 2-side 1-way traffic flow 2-way traffic flow Fig Angled Parking Aisle Bay on 1-side 1-way traffic flow Bay on 2-side 1-way traffic flow 2-way traffic flow Fig Angled Parking Aisle

18 Bay on 1-side 1-way traffic flow Bay on 2-side 1-way traffic flow 2-way traffic flow Fig Angled Parking Aisle Bay on 1-side 1-way traffic flow Bay on 2-side 1-way traffic flow 2-way traffic flow Fig Angled Parking Aisle Parking Aisle Fig 2.10 Typical parking aisle

19 2.1.3 Minimum dimensions of Clearway Ramps and Accessways Clearway ramps are inclined floors that provide access between two levels. Clearway ramps do not have parking stalls adjacent to them. Accessway refers to a driveway that provides access to the parking place. Acessways do not have adjacent parking stalls. Single-lane is a lane where only one vehicle can pass through at any given time. Multi-lane is where more than one vehicle can pass through at any given time and there is no physical separation/divider between the lanes. Divider may be in the form of kerbs, railings, parapet and walls. Inside lane of curve is to the innermost lane, nearest to the centre point of curve. Outside lane of curve refers to any lane positioned after the innermost lane. Inside radius of lane of curved accessway and driveway is the distance measured from the inside curve edge to the centre point of the curve. Maximum gradient is the steepest gradient of ramp measured along the centre line of the ramp. Gradient refers to the ratio of the inclination of the ramp (height:length).

20 Width of straight clearway ramp and accessway Width of inside lane of curved clearway ramp and accessway Width of outside lane of curved clearway ramp and accessway Inside radius of curved clearway ramp and accessway Gradient of clearway ramp and accessway Single-lane Multi-lanes 3600mm 3000mm per lane 4200mm 3600mm per lane 4200mm 3300mm per lane 4500mm 1:10 (10%) Preferred 1:8.3 (12%) Maximum Clearway ramp Gradient 1:10 Clearway Accessway Accessway Straight PARKING STALLS Accessway Straight Inside radius Min 4.5m Fig 2.11 Example of clearway ramp and accessway

21 3600mm 3000mm 3000mm Singlelane Multi-lane Note: 1) More than one Lane is considered Multi- Lane 2) Number of Lane does not depend on the direction of traffic flow and has no physical divider. Fig 2.12 Example of straight, single & multi-lanes Minimum 3600mm Fig 2.13 Example of a single, straight lane

22 Min per lane (multi-lane on straight,) no physical divider Fig 2.14 Example of a straight, multi-lane 4200 Inside DIVIDER Inside Outside Single lane Single lane Min. 4.5 M Min. 4.5 M NOTE: More than one Lane without physical separation is considered as Multi Lane and It doesn't depend on direction of traffic flow Inside Single - Lane Fig 2.15: Example of curved, single & multi-lanes Minimum 4200 Fig 2.16 Example of a single, curved lane

23 Divider Inside Outside Divider Inside Outside R 4.5m R 4.5m Fig 2.17 Example of curved, single-lane separated by physical divider Divider Outside Divider Inside Outside Inside R 4.5m R 4.5m Note: More than 1-lane is considered multi-lane. No. of lane does not depend on traffic flow direction Fig 2.18 Example of curved, multi-lane separated by physical divider Divider Divider Inside Inside Outside Outside R 4.5m R 4.5m Note: More than 1-lane without physical separation is considered multi-lane and it does not depend on traffic flow direction Fig 2.19 Example of curved, outside single-lane separated by physical divider

24 No Divider R 4.5m Divider Inner Outer R 4.5m Inner Outer Fig 2.20 Example of U-turns wall/kerb divider Min Min Min (Single, outer lane) (Single, inner lane) (Inner radius of curve) Fig 2.21 Example of single, curved lanes

25 Min (Single curved lane) Min (Single, inner curved lane) Separated by wall Min.4500 (inner radius of curve) Fig 2.22 Example of single curved lanes Where a curve ramp/driveway meets a straight ramp/driveway, the joint must be extended beyond the tangent point of the curve. Adequate transition of ramp grades at floor levels shall be provided. This can be satisfactorily achieved by the provision of a straight slope 3.0 m to 3.6 m long at half the grade of the ramps. Transition starts from here 1:10 ramp at centre of path R 4.5m 3.6m Adequate transition 3.6m Adequate transition Fig 2.23 Transition at the start & end of a ramp

26 2.1.4 Minimum dimensions of adjacent parking ramps (sloping floor) Parking ramps are inclined floors that provide access to adjacent parking stalls. These are sloping aisles with parking stalls adjacent to them. The gradient of parking ramps shall preferably be 1:25 (4%) and the maximum gradient shall not be steeper than 1:20 (5%). Ramp gradient: 1:25 (preferred) 1:20 (max) ADJACENT PARKING RAMPS PARKING S SS S INSIDE RADIUS Min. 4.5 Fig 2.24 Example of a parking ramp Minimum headroom The minimum headroom or height clearance from floor level to the underside of any projections including beams, direction signs, sprinkler heads, electrical fittings, etc shall be 2200mm. beam 2200mm Fig 2.25 Minimum headroom clearance

27 Minimum 2200 Fig 2.26 Example of minimum headroom clearance 2.2 Heavy Vehicle Parking Provision Heavy vehicle parking provision refers to lorry, coach, loading & unloading and bus spaces required under the Rules. They are categorised into three groups. a) Rigid-framed vehicles of length < 7.5m b) Rigid-framed vehicles of length > 7.5m c) Articulated vehicles (eg. prime movers, 20',40' & 45' trailers)

28 2.2.1 Minimum Dimensions for heavy vehicle parking Items Rigid-framed Rigid-framed Articulated vehicles vehicles of vehicles of (eg. prime movers, length < 7.5m length > 7.5m 20',40' & 45' trailers) a) Parking stall: - Parallel parking 9.3m x 3.0m 14.0m x 3.3m 19.0m x 3.3m - Angled parking 7.5m x 3.0m 12.0m x 3.3m 14.0m x 3.3m b) Width of parking 1-Way 2-Way 1-Way 2-Way 1-Way 2-Way aisle: flow flow flow flow flow flow - Parallel parking 3.6m 7.4m 4.5m 7.4m 4.5m 7.4m parking 3.6m 7.4m 4.5m 7.4m 7.0m 7.4m parking 5.0m 7.4m 5.5m 7.4m 9.5m 9.5m parking 6.5m 7.4m 7.0m 7.4m 11.0m 11.0m parking 9.0m 9.0m 11.0m 11.0m 12.0m 12.0m c) Width of Accessway -On Straight 1-way traffic 1-way traffic 1-way traffic flow: flow: 4.5m; flow: 4.5m 4.5m 2-way traffic 2-way traffic 2-way traffic flow: flow: 7.4m flow:7.4m 7.4m - On Curve 5.5m per lane 7.5m per lane 9.0m per lane (6.0m for 20' trailer) d) Inside turning 6.0m 6.0m 6.0m radius of curve e) Maximum gradient of ramp: - Straight ramp - Curved ramp 1:12 1:12 1:15 1:15 1:15 1:20 f) Headroom clearance 4.2m 4.2m (exclude double - decker) 4.5m (4.75m at ramps)

29 Headroom=4500 (on flat ground) Headroom = 4750 (on ramp) Fig 2.27 Headroom for clearance articulated heavy vehicles (eg. prime movers, 20', 40' & 45' trailers) 2.3 Motor-cycle Parking Provision Minimum dimensions of motor-cycle parking stall: - 800mm x 2400mm Preferred dimensions of motor-cycle parking stall: mm x 2500mm Developers are encouraged to provide motor-cycle parking stalls within their developments. These motor-cycle stalls can be provided at corners or any available space within the parking place, preferably isolated from car parking. They should not obstruct movement of other vehicles and pedestrians. If provided next to car parking lots, it is recommended that a gap of 500mm to 1000mm be provided between the car and motor-cycle lots.

30 Parking aisle Fig 2.28 Preferred dimensions of motor-cycle stalls Fig 2.29: Examples of motor-cycle provision

31 CHAPTER 3: MECHANISED PARKING SYSTEMS & CAR LIFTS Overview This part explains the guidelines for the provision of mechanised parking system and lifts in parking places. As mechanical systems evolve with time, the guidelines are general in nature. Each parking proposal would be evaluated on its merit. 3.1 General Mechanised parking systems are innovative solution to provide parking needs. In using mechanised parking systems, typically space used for ramps and driveway is significantly reduced. Designers should take into consideration the user experience in selecting the most appropriate system. Essentially, any mechanised system should provide a greater degree of comfort and convenience to users. Mechanised systems should not cause limitations to the type of cars that can use the system as compared to conventional parking spaces. Developers should make known to purchasers or users upfront about the provision of mechanised parking in a development. Mechanised parking systems can be broadly categorised under two groups: a. Lateral Displacement Systems; and b. Vertical Systems.

32 In lateral displacement systems, cars are parked on moveable platforms. The platforms can move automatically along guide-rails that are laid flat on the floor to make passageway for unimpeded access and driving away. In vertical systems, cars are parked either on vertical ferries-wheel or lifted vertically and positioned into storage spaces. Such systems allow cars to be parked and retrieved automatically. For new parking proposals fitted with approved mechanised parking systems would be considered as provision for meeting the requirement under the Parking Places (Provision of Parking Places and Parking Spaces) Rules. In existing car parks, if additional parking spaces were provided with mechanised parking system, any deficiency charges previously paid would not be refundable. Some examples of mechanised parking systems are given in Figures 3.1 to 3.4.

33 Fig 3.1 Lateral displacement system Fig 3.2 Stack-type vertical system Fig 3.3 Puzzle-type vertical system

34 Fig 3.4 Tower-type vertical system 3.2 Guidelines for mechanised parking places These guidelines deal with the car parking provision and layout aspect. Notwithstanding the guidelines, each mechanised parking proposal shall be evaluated on its own merit. Designers would be required to seek clearances or approvals on other operational aspects of the system, such as fire system, security etc. from other relevant authorities. The mechanism of the system does not come under the jurisdiction of the Authority.

35 3.2.1 Requirements for lateral displacement systems Platform size (min) 5.4m long x 2.4m wide Min. manoeuvring space 3.0m (sideways) Min. manoeuvring space 7.2m (lengthways) Min. clear driveway width (after installation) - 1-way traffic 3.6m - 2-way traffic 6.0m Table 3.1 Requirements for lateral parking system 5.4 m 7.2 m 3.6 m Fig 3.5 Critical dimensions for lateral parking system

36 6.0 m 3.0 m Fig 3.6 Critical dimensions for lateral parking system Requirements for vertical displacement systems Platform size 5.4m long x 2.4m wide Holding bay At entrance and exit Height limit 2.2m clear Table 3.2 Requirements for vertical parking system

37 5.4 m 2.2 m Fig 3.7 Critical dimensions for vertical parking system 2.2 m 2.4 m Without obstruction on both sides Fig 3.8 Critical dimensions for vertical parking system

38 3.2.3 Holding bay and queuing spaces a. A holding bay is required for systems that require vehicles to enter or exit from a closed chamber. b. At the ingress, queuing spaces shall be provided. The queue length shall be sufficient to hold 5% of the total number of parking spaces served by the mechanised system. c. Clearway access ramp up to the parking lot may be treated as a queuing space. d. Entire queuing space should be within the premises of the development. If the queuing spaces are permitted to spill-over on to a public service road, it shall be limited to the frontage of the property only.

39 Fig 3.9 Example of queue space within development boundary Fig 3.10 Example of queue space within service road

40 Fig 3.11 Example of holding bays within development boundary 3.3 Provision of Car Lifts in Car Parking Places Car lifts replace the access ramps for vertical transportation of cars to the parking floors. All the other requirements pertaining to the parking design remain the same as the conventional parking places and spaces. Mechanism of the system does not come under jurisdiction of the Authority.

41 3.3.1 Guidelines for provision of car lifts Car lift internal dimension 6.2m long x 2.6m wide Height limit 2.2m clear Minimum speed 30m/min Minimum discharge 30 cars/hr capacity Holding bay At entrance and exit Queuing spaces 15% of car spaces served by car lift Table 3.3 Requirements for car lifts Ratio of car Lifts to Parking Capacity a. One car-lift for every 50 parking spaces. b. Maximum number of parking spaces to be served by car-lifts should not exceed 200. c. Minimum of 2 lifts Queuing spaces and Holding bays a. At the ingress, minimum queuing length should be 15% of the parking spaces proposed. b. Entire queuing space should be within the premises of the development. If the queuing spaces are permitted to spill-over on to a public

42 service road, it shall be limited to the frontage of the property only. c. All cars wishing to gain access from the main road to the car-lifts should preferably be channelled through one access road only. d. At the ingress, a holding bay of at least one car space in front of each car-lift should be provided. Such holding bays must be within the premises of the development. e. At the egress (where it is separate from ingress), a minimum of one car length holding space should be provided, which must be within the premises of the development.

43 CHAPTER 4: GOOD PRACTICES Overview This chapter provides some examples of good practices in design and operation of parking places. In designing a parking place, besides complying with the minimum parking dimensions, it is prudent for the designer to ensure that it is operationally friendly. Such good practices make it easier for motorists to find their way in car parks. 4.1 Vehicle conflict with other users An important consideration in the design of parking facilities is at the intersection of vehicles and pedestrians movements. Separation of these user groups, through the development of special walkways is advantageous. Parking network should be designed to reduce conflict in terms of exposure to risk and the relative speed and vulnerability of different user groups. Pedestrian movement should be minimised on circulation roads/driveways since these primarily involve movement of vehicular traffic. It is also important to reduce the flow of vehicles in areas where the flow of pedestrian is high. Code of Practice for Vehicle Parking Provision in Developments Edition

44 Fig 4.1 Provide safe crossing point for pedestrians along driveway 4.2 Provide adequate sight distance In the vicinity of driveways, adequate stopping sight distance should be provided. Adequate sight distances such as clear sight distance triangles or splay corners for exiting driveways should be provided in order to allow sufficient line of sight for motorists to see approaching pedestrians crossing the driveways and vice versa. No sign, wall or other obstruction should be erected within this clear sight distance triangles. Convex mirrors are also alternative safety measures to be located appropriately at sharp building edges and blind spot areas. Code of Practice for Vehicle Parking Provision in Developments Edition

45 walkway walkway Provide splay for better visibility Fig 4.2 Improve visibility at car-park exit Car Park Lots Provide splay for better visibility Fig 4.3 Improve visibility where there are walls 4.3 Avoid dead-end aisles Code of Practice for Vehicle Parking Provision in Developments Edition

46 Dead-end aisles shall be avoided wherever possible, as manoeuvring and parking at those corner-ends would be difficult for drivers. Instead, the end lot shall be widened to 3000mm to facilitate parking. Fig 4.4 Difficult to park at end-lot Parking aisle 3000mm End lot Fig 4.5 Increase width of end-lot Code of Practice for Vehicle Parking Provision in Developments Edition

47 4.4 Increase space between perpendicular parking lots Motorists tend not to park their cars completely inside a parking lot. In cases where parking lots are designed perpendicularly to each other, this would restrict the cars from moving off or it becomes impossible for the lot to be occupied. An illustration of this scenario is shown in Fig 4.6. Impossible to park a car at this end-lot Car not positioned within parking lot Fig 4.6 Common scenario at perpendicular parking lots To avoid such undesirable situations, we recommend perpendicular parking lots to have 300mm gaps vertically and horizontally. Therefore, each corner car parking stall shall be minimum 2700 mm in width as shown in Fig 4.7. Code of Practice for Vehicle Parking Provision in Developments Edition

48 2700mm 300mm allowance 2700mm Fig. 4.7 Increase width of perpendicular lots 4.5 Obstructions at Parallel Parking Stalls If it is unavoidable to place walls or columns at the edges of parallel parking stalls, it is necessary to increase the stall length since it is not possible to manoeuvre into the parking stall. Instead, motorists would have to drive head-in into the stall. 5400mm 7200mm Fig. 4.8 Increase length of parallel lots with obstructions Code of Practice for Vehicle Parking Provision in Developments Edition

49 4.6 Demarcation of Parking Stalls Parking stalls should be clearly demarcated within the parking place. The demarcation lines guide drivers in centralising their parked vehicle. Some helpful demarcations of parking stalls are shown in Fig 4.8. Solid line demarcation Dashed line demarcation Fig. 4.9 Various ways to demarcate parking lots 4.7 Provide clear information to motorists Without clear directions the driver can be disoriented. Adequate signages and road markings should be provided to guide motorists moving in the parking place. Channelisation and use of different coloured or textured paving stones can be used to guide driver and vehicle in particular directions. Direction of travel information should be provided at the entrances and throughout the parking facility. The use of signs can aid in providing information. Signage for parking places should consist of a system of signs and graphics which will provide motorists with directional information, proper traffic flow and use of parking spaces and present a coordinated appearance. Some of the signs to be considered are as follows: Code of Practice for Vehicle Parking Provision in Developments Edition

50 - Parking availability signs at the entrance of car parks and each car parking floor helps drivers to make decisions faster. This, in turn, prevents queuing at the car park entrance. Fig Parking availability signs - No-entry signs at the end of one-way aisles could aid in the reduction on movement in the wrong direction. Code of Practice for Vehicle Parking Provision in Developments Edition

51 Fig No-entry sign in car-parks - Vehicle flow directional arrows, markings on the floor surfaces and walls/columns. - Height clearance signs to inform drivers of the presence of height restrictions in the parking facility. A clearance bar should be suspended at each entrance at a height equal or less than the minimum clearance in the car park. Signage should be used to indicate the minimum clearance. Code of Practice for Vehicle Parking Provision in Developments Edition

52 Fig Eg. of height clearance bar and height-limit signs - Parking rates, operation hours and other restrictions, eg. wheel clamping for unauthorised parking. Fig Other useful information signs Code of Practice for Vehicle Parking Provision in Developments Edition

53 4.5 Reduce Visual Intrusion/Effect Parking and driving in a parking place can be intrusive and can detract from environmental amenity and surrounding. Concern for visual environment should therefore be considered when designing a parking place. The choice of surface materials and the detailing of the surfaces are major determinants of the environmental qualities of a parking place. Large expanses of hard surface can be reduced in scale by the meaningful use of lines and areas of different colours and texture. Consideration should be given to the appropriate use of surface materials, lines, textures and colours. Care must be taken in the choice of the walls surrounding and within car parks to not introduce unsafe practice, reducing sight distance in crucial areas such as in circular access ramps. Adequate lighting levels shall also be provided within the car park driveways and parking spaces. Fig Using visuals along circular ramps Code of Practice for Vehicle Parking Provision in Developments Edition

54 4.7 Designing Spiral Ramps As a guide, it is a good practice when designing spiral multi-storey ramps to limit the spiral ramps to not more than 4-storeys before entering the car park deck level. Fig Continuous spiral ramps shall be limited to 4-stories It is also advisable to use different colours on different levels on the ramp walls, intermediate markings or information to drivers the expected distance to the car park deck or to the exit. At least two different appropriate colour schemes on spiral wall ramps would give a better contrasting effect especially at the drivers eye level and would give drivers a sense of depth from the walls. Code of Practice for Vehicle Parking Provision in Developments Edition

55 Fig Using different colour schemes along circular ramps Distance to exit is indicated Fig Indicate distance for driver s information Code of Practice for Vehicle Parking Provision in Developments Edition

56 4.8 Efficient parking layout Parking places that experience high turnover, eg shopping centres, entertainment establishments, town centres, food centres, etc. should design for the most efficient layout. As a guide, it is a good practice to separate the driveways for in-coming vehicles from the out-going vehicles. This helps to discharge cars faster from the property. Otherwise, a gridlock can occur such that the out-going vehicles are prevented from exiting the parking place by in-coming vehicles. Designers can choose to provide separate ramps for exiting vehicles or provide 2-way driveway throughout the parking place. 4.9 Positioning car-park barriers The positioning of car-park barriers are critical as they allow for cars to queue within a development. Such an arrangement helps to prevent congestion along the main road and causing inconvenience to other motorists. Typically drop-barriers shall be located as far inside a development to achieve the longest queue. In addition, the drop-barrier should not be positioned along an up-ramp as there are many cars that roll-backwards when starting off. Designers should also plan for multiple barriers at the entry or exit points to allow for better discharge. Code of Practice for Vehicle Parking Provision in Developments Edition

57 Fig Eg. of muiltiple entry/exit points and long queuing space Code of Practice for Vehicle Parking Provision in Developments Edition

58 CHAPTER 5: PLAN SUBMISSION PROCEDURE Overview Under the Parking Places (Provision of Parking Places and Parking Spaces) Rules, developments are required to obtain Authority s approval for their parking proposal and plans. 5.1 Submission using CORENET All submissions to the Authority for approval of parking proposal and plans are to be submitted through CORENET e-submission system. The submissions to CORENET must be electronically signed with Netrust digital signature. 5.2 Pre-Consultation Where it is required by other agencies to obtain in-principle approval for parking provision or QP has queries on the parking provision standards, QP may pre-consult the Authority on the parking proposal. QPs and developers are required to submit their mechanised car parking proposals to the Authority for a pre-submission consultation before a development application is submitted to the Urban Redevelopment Authority (URA) for planning permission. The intention is to allow architects, engineers and developers to incorporate the necessary requirements into the design of the development upfront to minimise abortive work and major revisions to development proposals later.

59 5.3 Application for Approval of Parking Proposal and Plans A formal application for approval for the parking proposal and plans of development proposals is to be submitted upon obtaining approval from the URA. Prior approval from the Authority is also required for any subsequent change/addition & alteration to the existing/approved parking provision and layout, such as addition/deletion of parking spaces and rearrangement of parking layout. Other than developments for Commercial, Residential and Mixed (Commercial & Residential) uses with indoor parking, all other proposal plans are to be submitted as lodgement for approval of parking proposal and plans. 5.4 Application for Certificate of Statutory Completion (CSC) Clearance Upon completion of proposed parking places and spaces, an application for CSC Clearance is to be submitted to Authority. For proposal with open surface parking spaces, photographs verifying completion of the parking place and spaces are to accompany the submission. Deviation from the approved plans should be highlighted in the as-built plan. Authority s officer will arrange with QP for a site inspection for developments with indoor parking and those with more than 100 open surface parking lots.

60 5.5 Application for Waiver/Modification of Requirements The present parking provision standards stipulate minimum requirements. Developments shall make all effort to comply with full parking requirements and guidelines. Where it is technically not possible to comply with full requirements, QP is required to apply for waiver of provision for the number of required parking spaces /modification of dimensions of parking layout prior to formal submission for approval. It is important that the owner/developer is informed and agreed with the parking proposal and any deviation from the requirements. In this connection, the developer is required to submit an undertaking of their awareness and responsibility on the deviation. The authority may disapprove application for waiver/modification of parking requirements where in its discretion it may have adverse effect on the end users of the parking place or other road users. 5.6 The Authority exempts certain types of developments from obtaining approval. The list of developments exempted is given in Appendix E. 5.7 Please refer to Table 5.1 for the submission requirements.

61 Table 5.1 Application Form Proposal Copy of Attachment Forms [Refer to Note (ii)] Processing Sn Type of Submission LTA-DBC _VEHICLE PARKING.xfd [Refer to Note (i)] plans for parking Provision Approval/ Written Permission from URA LTA- VP- ATT1- GFA LTA-VP- ATT2- COMPR LTA-VP- ATT3- SPACES LTA-VP- ATT5- SCHMW LTA- VP- ATT6- LOU Fees [Refer to Note (iii)] Remarks 1 Pre-consultation Select item Other related - for in-principle Application documents, if approval Type 1 applicable - queries on parking provision 2 Application for Select item Other related approval for Approval Application documents, if of Proposal and Plans for Provision of Parking Places and Type 2 [Refer to Note (iii-a)] applicable Parking Spaces 3 Lodgement for Select item Other related Approval of Proposal Application documents, if and Plans for Provision of Parking Places and Parking Spaces Type 3 [Refer to Note (iii-a)] applicable 4 Application for CSC Select item Other related Clearance Application Type 4 With photos of open surface parking spaces As-built plans documents, if applicable

62 5 Apply for waiver/ modification of Requirements Select item Application Type 5 [Refer to Note (iii-b)] Other related documents /photos 6 General Select item Other related Correspondence Application documents (General Enquiry) Type 6 /photos Notes: (i) The Form is obtainable from CORENET E-Submission for Professional (ESPro) (ii) The Forms are obtainable from CORENET E-Submission for Professional (ESPro) (iii) For On-Line Payment (preferred option) Payment of the processing fees can be made via LTA e-services http//onepay.onemotoring.com.sg/onepay/listfees.aspx. For Cheque Payment Cheques shall be hand-delivered to LTA s Development & Building Control Division at 251, North Bridge Road, Singapore Cheque payment shall be accompanied by a cover letter indicating the project details, BP/Project reference and the GFA involved in the proposal to verify accuracy of the payment. Cheques shall be crossed and addressed to Land Transport Authority. GST is not applicable.

63 (iiia) A processing fee of $10 per 100 sqm, subject to a minimum of $120, is applicable to the following type of proposals: For new erections Amendments to approved plans (only affected GFA to be considered) Additions & alterations (only affected GFA to be considered) Change of use proposals (only affected GFA to be considered) The processing fee shall be rounded off to 2 decimal points. For Regularisation of Parking Layout and Subdivision of land/building proposal, the rate is $70 per application. (iiib) A processing fee for application for waiver/modification of requirements at the following rates: - Waiver on the number of parking spaces to be provided:- $120 per application - Modify parking dimensions:- $80 for each dimension.

64 APPENDIX A Minimum Parking Provision Standards Developments can provide more parking lots than this stipulated minimum to meet their own parking demand. Non-residential developments island wide and residential developments in Zones 1 and 2 are allowed to provide up to 20% below the car parking requirement. This allowance is not applicable to lorry, loading & unloading and coach parking requirements. Please refer to the maps of parking zones at LTA website. Use Categories 1.0 Residential Flats, non-flats, Service Apartments and homeoffice Minimum Parking Provision Standards (based on unit or gross floor area) 1 car space per 1 residential unit. 2.0 Commercial (a) Offices Zone 1: 1 car space per 450 sq.m. Zone 2: 1 car space per 250 sq.m. Zone 3: 1 car space per 200 sq.m. All Zones: 1 loading/unloading space per 10,000 sq.m (Up to 50,000 sq.m.) (b) Shops departmental (retail use) and store Zone 1: 1 car space per 400 sq.m. Zone 2: 1 car space per 200 sq.m. Zone 3: 1 car space per 150 sq.m. All Zones: 1 loading/unloading space per 4,000 sq.m (c) Restaurants, nightclub, coffeehouse, bar, cafeteria, eating house and canteen. For 1 st 150 sq.m:- All Zones: 1 car space per 150 sq.m After 1 st 150 sq.m:- Zone 1 & 2: 1 car space per 60 sq.m Zone 3: 1 car space per 50 sq.m

65 Use Categories Minimum Parking Provision Standards (based on unit or gross floor area) (d) Hotels and residential clubs (include restaurants, nightclubs, coffee houses, bars, cafeteria, function/ convention rooms and administration and supporting areas of the hotel) Zone 1 & 2: 1 car space per 250 sq.m Zone 3: 1 car space per 200 sq.m All zones: 1 loading/unloading space per 8,000 sq.m. For hotel, 1 coach space per 90 guest rooms 3.0 Cinema, theatre and concert hall Zone 1 & 2: 1 car space per 12 seats Zone 3: 1 car space per 10 seats 4.0 Warehouse/Godown 1 lorry/loading & unloading space per 800 sq.m. 5.0 Factory (a) Factory includes office, up to 25% of total floor area, canteen and ancillary storage (i) Flatted Type (multi-user) 1 car space per 350 sq.m 1 lorry/loading & unloading space per 3,000 sq.m.

66 Use Categories (ii) Terrace Type (single-user) Minimum Parking Provision Standards (based on unit or gross floor area) For 1 st 800 sq.m: 1 car space per 300 sq.m. After 1 st 800 sq.m: 1 car space per 350 sq.m. (subject to minimum 1 car space per unit of factory) 1 lorry/loading & unloading space per 1,500 sq.m. (iii) Detached Type (single-user) 1 car space per 600 sq.m (subject to minimum 1 car space per factory) 1 lorry/loading & unloading space per 1,500 sq.m. ( up to 13,500 sq.m) (b) Office (in excess 25% of total floor area) 1 car space per 200 sq.m 6.0 Educational Institution (a) Crèches, Nurseries and Kindergartens 1 car space per 200 m 2 (b) Primary Schools (include foreign schools and special education schools) 1 car space per 3 classrooms Plus 20% of standard requirement Plus 4 mini buses Classrooms exclude ECA rooms. Ancillary facilities such as assembly hall, canteen, sports and recreational facilities, etc are also excluded

67 Use Categories Minimum Parking Provision Standards (based on unit or gross floor area) (c) Secondary Schools For Classrooms: Classrooms exclude ECA 1 car space per 2 rooms, tutorial rooms and classrooms science labs. For Workshops/ Ancillary facilities such as Laboratories: assembly hall, canteen, 1 car space per 300 m 2 sports and recreational Plus 20% of standard facilities, etc are also requirement excluded Plus 4 mini buses (d) Junior Colleges 1 car park per 30 day-time staff and student population (e) Vocational Institutions 1 car park per 30 day-time staff and student population OR 1 car park per 20 night-time staff and student population Taking whichever is greater (f) Polytechnics & 1 car park per 20 staff and student population Universities Using the higher of the day-time and night-time staff and student population (g) Library 1 car park 200 m Cultural and Social Welfare Institutions (a)community Centres a) If located within a residential estate and fronting access roads a nominal of 3 to 4 car parks be made. (b) if away from residential development 1 car park per 200 m 2 (b) Welfare Houses 1 car park per 200 m 2 Ancillary facilities within the premises to be used exclusively by the residents are excluded.