Code of Practice on Vehicle Parking Provision in Development ...

CODE OF PRACTICE

VEHICLE PARKING PROVISION

in DEVELOPMENT PROPOSALS

2011 Edition

Development & Building Control Division

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.

_______________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition

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. _______________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition

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.


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

Appendix C

Samples

of

developments

from

74

Parking

75

Appendix D

Map showing the Central Area for the rates of

78

Appendix E

Types

79

deficiency charge of

Requirement

exempted

Computation

for

deficiency charge of

developments

exempted

from

obtaining vehicle parking clearance


Definitions Unless otherwise stated, the definition of the following terms is as follows. Authority

means the Land Transport Authority (LTA)

Competent

means the Competent Authority appointed under

Authority

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


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 2.

1.1

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.


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.


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.


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.


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. _______________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition

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


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

2.1.1 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. _______________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition

Parallel Parking

5400

2400

Angled Parking

4800

Parking Aisle / 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.


Parking Aisle

3000

A

2700 2400

B

C

2800

4800

2400 2400 2400

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 5400

7200

2400 Parallel Parking

Fig 2.4: Parking stall that cannot be parked by reversing _______________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition

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

Parallel

3600mm

3600mm

6000mm

30°

3600mm

4200mm

6300mm

45°

4200mm

4800mm

6300mm

60°

4800mm

4800mm

6600mm

90°

6000mm

6000mm

6600mm

side

sides

6000 3600

3600

Bay on 1-side

Bays on 2-side

1-way traffic flow

1-way traffic flow

2-way traffic flow

Fig 2.5 Parallel Parking Aisle _______________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition

30°

30°

30°

30° 30°

3600

4200 6300

Bay on 1-side

Bays on 2-side

1-way traffic flow

1-way traffic flow

2-way traffic flow

Fig 2.6 30°-Angled Parking Aisle

45° 45°

45°

4200

45°

45°

4800 6300

Bay on 1-side

Bay on 2-side

1-way traffic flow

1-way traffic flow

2-way traffic flow



60°

60°

60°

4800

60°

4800

Bay on 1-side

Bay on 2-side

1-way traffic flow

1-way traffic flow

60°

6600

2-way traffic flow


6000

6000

Bay on 1-side

Bay on 2-side

1-way traffic flow

1-way traffic flow

6600

2-way traffic flow


Parking Aisle Fig 2.10 Typical parking aisle


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).


Width of straight clearway ramp

Single-lane

Multi-lanes

3600mm

3000mm per lane

4200mm

3600mm per lane

4200mm

3300mm per lane

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

4500mm

ramp and accessway Gradient of clearway ramp and accessway

1:10 (10%) Preferred

1:8.3 (12%) Maximum

Accessway

C Gr lear ad wa ien y r t 1 am :1 p 0

Clearway Accessway

Fig 2.11

PARKING STALLS

Inside radius Min 4.5m Straight

Accessway

Straight

Example of clearway ramp and accessway


3600mm

Singlelane

3000mm

3000mm

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


Min. 3000 per lane (multi-lane on straight,) no physical divider

Fig 2.14 Example of a straight, multi-lane

4200 Inside

4200 4200 Inside Outside

DIVIDER

Min. 4.5 M

Single lane Single lane

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 _______________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition

R 4.5m

Inside Outside

4200

Divider

4200

4200

Inside Outside

4200

Divider

R 4.5m

Fig 2.17 Example of curved, single-lane separated by physical divider

Outside

Divider

Inside

Inside

Outside

Divider

R 4.5m 3300 3300 3300 3600

R 4.5m 3300 3300 3300 3600

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

Outside

Divider

Inside

Inside

Outside

Divider

R 4.5m 4200 4200 4200

R 4.5m 4200 3300 3600

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 _______________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition

No Divider

R 4.5m

3300

3600

Inner

Outer

Inner

Outer

Divider

R 4.5m

4200

4200

Fig 2.20 Example of U-turns

wall/kerb divider

Min. 4200 Min. 4200 (Single, outer lane) (Single, inner lane)

Min. 4500

(Inner radius of curve)

Fig 2.21 Example of single, curved lanes


Min. 4200 (Single curved lane)

Min. 4200 (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

3.6m Adequate transition

R 4.5m

3.6m Adequate transition

Fig 2.23 Transition at the start & end of a ramp _______________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition

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

2.1.5 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.

2200mm

beam

Fig 2.25 Minimum headroom clearance _______________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition

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)


2.2.1 Minimum Dimensions for heavy vehicle parking Items

Rigid-framed

Rigid-framed

Articulated vehicles

length < 7.5m

length > 7.5m

20',40' & 45'

vehicles of

vehicles of

(eg. prime movers, trailers)

a) Parking stall: - Parallel parking - Angled parking b) Width of parking aisle:

9.3m x 3.0m 7.5m x 3.0m

14.0m x 3.3m 12.0m x 3.3m

1-Way

2-Way 1-Way

2-Way

flow

flow

flow

flow

19.0m x 3.3m 14.0m x 3.3m 1-Way

2-Way

flow

flow

- Parallel parking

3.6m

7.4m

4.5m

7.4m

4.5m

- 300-parking

3.6m

7.4m

4.5m

7.4m

7.0m

7.4m

- 450-parking

5.0m

7.4m

5.5m

7.4m

9.5m

9.5m

- 600-parking

6.5m

7.4m

7.0m

7.4m

11.0m

11.0m

- 900-parking

9.0m

9.0m

11.0m

11.0m

12.0m

7.4m

12.0m

c) Width of Accessway

-On Straight

- On Curve

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

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

1:12

1:12

1:15

1:15

1:15

1:20

4.2m

4.2m

4.5m

(exclude

(4.75m at ramps)

radius of curve e) Maximum gradient of ramp: -

Straight ramp

-

Curved ramp

f) Headroom clearance

double decker)


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: - 1000mm 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.


Parking aisle

2500

1000

1000

Fig 2.28 Preferred dimensions of motor-cycle stalls

Fig 2.29: Examples of motor-cycle provision


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.

b.

Lateral Displacement Systems; and Vertical Systems.


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

deficiency

refundable.

with

mechanised

charges

previously

parking paid

system,

would

not

any

be

Some examples of mechanised parking systems are given in Figures 3.1 to 3.4.


Fig 3.1 Lateral displacement system

Fig 3.2 Stack-type vertical system

Fig 3.3 Puzzle-type vertical system _______________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition

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.


3.2.1 Requirements for lateral displacement systems Platform size (min)

5.4m long x

2.4m wide

Min. manoeuvring space

3.0m

Min. manoeuvring space

7.2m

(sideways)

(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

7.2 m 5.4 m

3.6 m

Fig 3.5 Critical dimensions for lateral parking system


6.0 m

3.0 m

Fig 3.6 Critical dimensions for lateral parking system

3.2.2 Requirements for vertical displacement systems

Platform size

5.4m long x

Holding bay

At entrance

Height limit

2.4m wide

and exit

2.2m clear

Table 3.2 Requirements for vertical parking system


2.2 m

5.4 m

Fig 3.7 Critical dimensions for vertical parking system

2.2 m

Without obstruction on both sides

2.4 m

Fig 3.8 Critical dimensions for vertical parking system _______________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition

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

d.

Entire queuing space should be within the

be treated as a queuing space.

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.


Fig 3.9 Example of queue space within development boundary

Fig 3.10 Example of queue space within service road _______________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition

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.


3.3.1 Guidelines for provision of car lifts Car lift internal dimension

6.2m long x 2.6m

Height limit

2.2m clear

Minimum speed

30m/min

Minimum discharge

30 cars/hr

Holding bay

At entrance and

capacity

Queuing spaces

wide

exit

15% of car spaces

served by car lift

Table 3.3 Requirements for car lifts

3.3.2 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

c.

Minimum of 2 lifts

car-lifts should not exceed 200.

3.3.3 Queuing spaces and Holding bays a.

At the ingress, minimum queuing length should

b.

Entire queuing space should be within the

be 15% of the parking spaces proposed.

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. 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.


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 -2010 Edition

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.


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


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


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.


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


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 -2010 Edition

-

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. 4.10 Parking availability signs

-

No-entry signs at the end of one-way aisles could aid in the reduction on movement in the wrong direction.


Fig. 4.11 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.


Fig. 4.12 Eg. of height clearance bar and height-limit signs

-

Parking rates, operation hours and other restrictions, eg. wheel clamping for unauthorised parking.

Fig. 4.13 Other useful information signs


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. 4.14 Using visuals along circular ramps _______________________________________________________________________________________ Code of Practice for Vehicle Parking Provision in Developments -2010 Edition

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. 4.15 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.


Fig. 4.16 Using different colour schemes along circular ramps

Distance to exit is indicated

Fig. 4.17 Indicate distance for driver’s information


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.


Fig. 4.18 Eg. of muiltiple entry/exit points and long queuing space


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.


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.


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.


Table 5.1 Sn

Type of Submission

Application Form

Proposal

Copy of

_VEHICLE

parking

Written

LTA-DBC

PARKING.xfd

plans for Provision

[Refer to Note (i)] 1

Pre-consultation

- for in-principle approval

Approval/ Permission from URA

Attachment Forms [Refer to Note (ii)] LTA-

LTA-VP-

LTA-VP-

LTA-VP-

LTA-

VP-

ATT2-

ATT3-

ATT5-

VP-

ATT1GFA

COMPR

SPACES

SCHMW

ATT6-

Processing Fees

[Refer to

Note (iii)]

Remarks

LOU

Select item

Other related

Application

documents, if

Type 1

applicable

- queries on parking provision

2

Application for

approval for Approval

Application

of Proposal and Plans

Type 2

for Provision of

Other related

Select item

documents, if [Refer to

applicable

Note (iii-a)]

Parking Places and Parking Spaces 3

Lodgement for

Approval of Proposal

and Plans for Provision of Parking Places and

Other related

Select item

documents, if

Application Type 3

[Refer to

Note (iii-a)]

Parking Spaces 4

Application for CSC Clearance

applicable

Select item

Application Type 4

Other related With

photos of open

As-built plans

documents, if applicable

surface parking spaces

____________________________________________________________________________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition

5

Apply for waiver/ modification of Requirements

6

General

Correspondence

(General Enquiry)

Select item

Application Type 5

Other related [Refer to

Note (iii-b)]

Select item

Application Type 6

documents /photos

Other related documents /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 available @ 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 179102. 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.


(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.


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

Minimum Parking Provision Standards (based on unit or gross floor area)

1.0

Residential

1 car space per 1 residential unit.

Flats, non-flats, Service Apartments and homeoffice 2.0 Commercial

Zone 1: 1 car space per 450 sq.m. Zone 2: 1 car space per 250 sq.m.

(a) Offices

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

Zone 1: 1 car space per 400 sq.m.

store

Zone 2: 1 car space per 200 sq.m. All Zones: 1 loading/unloading space per 4,000 sq.m For 1st 150 sq.m:-

(c) Restaurants, nightclub,

coffeehouse, cafeteria,

Zone 3: 1 car space per 150 sq.m.

All Zones:

bar, eating

house and canteen.

After

1st

1 car space per 150 sq.m

150 sq.m:-

Zone 1 & 2: 1 car space per 60 sq.m Zone 3:


________________________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition

Use Categories


(d) Hotels and

Zone 1 & 2: 1 car space per 250 sq.m

residential clubs

Zone 3:

(include

All zones: 1 loading/unloading space per 8,000 sq.m.

restaurants,

For hotel, 1 coach space per 90 guest rooms

nightclubs, coffee


houses, bars, cafeteria,

function/ convention rooms and administration and supporting areas of the hotel) 3.0 Cinema, theatre

Zone 1 & 2: 1 car space per 12 seats

4.0 Warehouse/Godown

1 lorry/loading & unloading space per 800 sq.m.

and concert hall

Zone 3:

1 car space per 10 seats

5.0 Factory (a) Factory includes

office, up to 25% of total

floor

area,

canteen and ancillary storage

(i) Flatted Type (multi-user)


1 lorry/loading & unloading space per 3,000 sq.m.


Use Categories


(ii) Terrace Type (single-user)

For 1st 800 sq.m:

1 car space per 300 sq.m.

After 1st 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)


(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 1 car space per 200 sq.m 25%

of

total

floor

area) 6.0 Educational Institution (a) Crèches, Nurseries 1 car space per 200 m2 and Kindergartens (b) Primary Schools

1 car space per 3

Classrooms exclude ECA

(include foreign

classrooms

rooms.

schools and special

Plus 20% of standard

Ancillary facilities such as

Plus 4 mini buses

sports and recreational

education schools)

requirement

assembly hall, canteen, facilities, etc are also excluded


Use Categories (c) Secondary Schools

Minimum Parking Provision Standards (based on unit or gross floor area) For Classrooms:

Classrooms exclude ECA

classrooms

science labs.

1 car space per 2 For Workshops/

Laboratories:

1 car space per 300 m2 Plus 20% of standard requirement

Plus 4 mini buses

rooms, tutorial rooms and

Ancillary facilities such as assembly hall, canteen, sports and recreational facilities, etc are also excluded

(d) Junior Colleges

1 car park per 30 day-time staff and student population

(e) Vocational

1 car park per 30 day-time staff and student population

Institutions

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 m2

7.0 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 – (b) Welfare Houses

1 car park per 200 m2

1 car park per 200 m2 Ancillary facilities within the premises to be used exclusively by the residents are excluded.


Use Categories 8.0


Religious and

Related

Institutions (a) Churches,

Mosques & Temples

For church

- 1 car park per 10 seats/ persons For other religious places

- 1 car park per 50 m2 of

Main prayer hall is to be considered as praying area. Parking requirement takes whichever is greater

praying area OR As worked out for other uses like classrooms, office, etc (all other uses attached to church / Temple) (b) Columbarium

1 car park per 500 niches

Parking provision need only when built away from any related uses or public car parks

(c) Funeral Parlour 1 hearse and 10 car parks & Crematorium

per funeral parlour / crematorium

Parking provision could be reduced if funeral parlour is built close to related uses or public car parks.

9.0

Recreational Facilities (a) Sports Complex Administrative & related uses

- 1 car park per 200 m2 (Gross)


Use Categories


Snack/coffee bar, restaurant

- 1 car park per 150 m2 for the 1st 150m2

- 1 car park per 50 m2 exceeding 150 m2

Multi-purpose hall with

Parking

etc – 1 car park per 300m2

should

gymnasium, indoor courts, other

requirement

uses be

not

for

specified

considered

on

merit. Parking

requirement

for

clubrooms, health clubs

outdoor

facilities

be

and related uses – 1 car

provided in accordance with

park per 150 m2 (Gross)

the specified uses.

Indoor games rooms,

to

Spectators’ Gallery If seats specified – 1 car park per 10 seats If no seats specified – 20% of the requirements for facilities to which the gallery is attached. (b)Tennis, Squash/ Badminton

1 car park per court

Courts, Sepak Takraw

(c) Soccer /

4 cars park per field/court

(d) Bowling Alley

1 car park per lane

(e) Swimming Pool

1 car park per 40 m2 (Nett) Wading pool/children’s pool

Basketball

of pool area

need not be considered.


Use Categories

(based on unit or gross floor area)

(f) Ice / Roller

1 car park per 50 m2 (Nett)

(g) Golf Range

1 car park per Tee

Skating Rink

10.0

Minimum Parking Provision Standards

of skating area

Health

Institutions (a) Clinic /

Dispensary

1 car park per 150 m2 (Gross)

Additional spaces should be provided for Ambulances and other office vehicles.

(b) Nursing Homes

1 car park per 12 beds

(c) Hospitals

First 500 beds

Additional spaces should be

– 1 car park per 4 beds

provided for Ambulances and other office vehicles.

Beyond 500 beds – 1 car park per 5 beds 11.0 Retirement

1 car space per 200 m2

Housing

Ancillary facilities for exclusive use of residents are excluded.

12.0 Eating house

For the 1st 150 m2

within Industrial

-1

Estate

After 1st 150 m2 -1

car park per 150 m2 car park per 50 m2


Use Categories


13.0 Marina/Boat Sheds (a) Where small

1 car space per 2 boats

vessels can be

carried to land for storage (b) Where large vessels are too

1 car park per boat

heavy to be removed from water 14.0 Electrical

Sub- 1 car park per 400 m2 (for Where it is unmanned,

station and related first 2000 m2) use

parking provision is not

1 car park per 700 m2 required so long as there is (exceeding 2000 m2)

a driveway within the site to accommodate service vehicle

15.0 Fire Station (a) Offices / dormitories /

1 car park per 200 m2 (Gross)

Recreation (b) Squash/Tennis Courts

1 car park per court


Use Categories


16.0 Convention /

1 car park per 50 m2

exhibition

(based on unit or gross floor area) (Gross)

17.0 Public Park

12.7 car park per hectare

18.0 Nursery

For covered areas

Subject to a minimum

etc):

(1 space for the operator and

-1 parking space per

2 spaces for visitors).

(offices, parking areas

provision of 3 parking spaces

200 m2 (Gross) For sites located within HDB For open areas : -1

parking

space

650 m2 (Gross)

developments where public per car parks are available, parking provision is not necessary. Wherever possible 1 parking space should be provided within the nursery for the operator’s use.

19.0 Foreign Workers’


Dormitories 20.0 Tourist Attraction Developments

1 coach space per 100

Applicant to submit relevant

tourists per day

information:

Car parking to be evaluated separately

Eg : Daily expected number of tourists and local visitors

- Breakdown of floor area by use of development

- any other information


Use Categories


21.0 Off-course betting 1 car space per 10 seats centre

22.0 Petroleum,

petrochemical,

1 car space per 200 sq.m of office floor area

chemical and related industries on Jurong Island 23.0 White Sites

1 car space per 425 sqm.

(a) Non-residential 1 loading/unloading space per 7,000sq.m use

(up to 1st 50,000 sq.m) 1 loading / unloading space per 15,000sq.m. (after 1st exceeding 50,000 sq.m)

(b) Residential

24.0

-refer to 'Residential' use category

Boarding Houses and hostels a) Administration areas and offices

b) Function rooms and



exhibition areas

c) Residential rooms

1 car space per 700 sq.m [The minimum number of car spaces to be provided is (a)+ (b) or (c) whichever is greater)


Use Categories


25.0

E-business

Refer to ‘Office’ use category

26.0

Industrial /

Refer to ‘Factory’ use category

27.0

Showflat

1 car space per 50 sq m

Type 1 & Type 2 Business White

(based on unit or gross floor area)

NOTE: For any development uses where the parking provision standards are not specified, please consult LTA’s Development and Building Control Division. Generally, LTA may allow to QP may make their own assessment on the parking requirement and submit with justification to the Authority for approval.


APPENDIX B

Types of developments exempted from payment of deficiency charge

1.

Development by non-profit making organisations.

2.

Development by religious organisations.

3.

Development by charitable organisations.

4.

Use of parking spaces or car waxing/polishing in developments with

under-utilised parking spaces including developments where there is no surplus parking provision.

5.

Existing parking places affected by requirements of government

departments.

NOTE: For developments by non-profit (not-for-profit) and charitable organisations where payment of deficiency charge is exempted, QP is required to provide documental evidence to verify their status.


APPENDIX C Sample 1: General Computation of Parking Requirement Number of Car Spaces Required (RCPS)

GFA Use Shops

(m2)

Parking Standard

2,010.89 Zone 3 1 car space/150

Number of L/U Spaces Required

Computed Required Computed Required 10.7 to

11 to

13.4

13

sq.m 1 L/U/4,000 sq.m Office

759.50

Zone 3:

3.0 to

1 car space/200

3.79

0.5

1

0.07

0

3 to 4

sq.m 1 L/U /10,000 sq.m (upto 50,000 sqm) Restaurant

425.90

1 car space/150 sq.m (for

1st

1.00 )

5 to 7

) 150 sq m)

5.50 ) 6.5

1 car space/50 sq.m (after 1st 150 sq m)

Total

19 to

1

24 L/U = Loading/unloading bays _______________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition

Sample 2: Car Parking Computation for a Change Of Use Proposal

Usage

Gross

+ Number of car spaces

Floor area Car Parking

required

in sq.m

Comput

Standard

Required

ed Original

Shop

268.80

1 car space /150

1.79

2

sq.m

Use

(Zone 3) (a) Requirement of the existing original use Proposed

Eating

Use

House

268.80

1 car space /150

2 1.0 (+

sq.m (for 1st 150 sq m) 1 car space/50

2.37

sq.m

3.37

(after

1st

150 sq

m)

(2.69 to 3.37)

(b) Requirement of the new use Additional Requirement for the Change of use

3

3 (b) – (a)

3-2 = 1


Sample 3: Computation for car parking requirement of a conserved building with rear extension

Usage

Gross Floor

Standard

area in

Required

1 car space /150

Proposed (Whole

car spaces required Computed

sq.m development

Number of

Car Parking

Eating

158.90

Development)

sq.m

(for 1st 150 sq m)

0.9 to 1.17

1

1 car space/250

1.13

1

sq.m

to1.42

1 car space/50 sq.m (after 1st 150 sq m) Office

355.00

Zone 2:

(a) Requirement of the whole development Conserved

Eating

68.80

portion

2

1 car space/150 sq.m (for

1st

0.45

0

0.53

1

150 sq m)

1 car space/50 sq.m

(after 1st 150 sq m) Office

132.50

Zone 2: 1 car space/250 sq.m

(b) Requirement of the Conserved Portion (c) Requirement of the Rear Extension

1 (a) – (b)

2-1=1


APPENDIX D Map showing the Central Area for rates of deficiency charge

Central Area: $32,000 per car space Rest of Island: $16,000 per car space Whole Island: $40,000 per lorry, coach and loading & unloading space


APPENDIX E The following developments are exempted from obtaining Vehicle parking clearance: (1)

Developments in off-shore islands, except Jurong Island;

(2)

Bungalows/detached houses, semi-detached and terrace houses where at least 1 car porch is provided per house;

(3)

Development of land for the purpose of farming;

(4)

Amendments, additions and alterations which do not involve additional floor area or conversion of use of floor area and which do not affect existing or approved parking layout or provision;

(5)

Ancillary use of HDB void decks;

(6)

Change of use of premises which involves less than 150 m2 of gross floor area;

(7)

Developments within any rapid transit system stations;

(8)

Renewal of written permission in respect of new erections;

(9)

Additions or erections of covered linkways or walkways that do not affect existing or approved parking layout or provision.

(10)

Development of public bus interchanges.

(11)

Development of land within a conservation area designated under the Planning Act (Cap. 232) comprising solely the conservation of all the buildings on the land in accordance with the requirements of the conservation authority under that Act and for which written permission has been granted by the competent authority under that Act.

(12)

Erection of Automatic Teller Machine kiosks that do not affect existing or approved parking layout or provision.

(13)

Temporary showflats and sales offices for showflats within construction site.
