AS 2890.5

AS 2890.5—1993

Australian Standard�

Parking facilities

Part 5: On–street parking

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This Australian Standard was prepared by Committee CE/1, Parking Facilities. It wasapproved on behalf of the Council of Standards Australia on 19 May 1993 and published on16 August 1993.

The following interests are represented on Committee CE/1:

A.C.T. Government

Australian Automobile Association

Australian Local Government Association

Australian Road Transport Federation

AustRoads

Bicycle Advisory Council of N.S.W.

Building Owners and Managers Association of Australia

Commercial Vehicle Industry Association of Australia

Institution of Engineers, Australia

Institute of Municipal Engineering Australia

Local Government Planners Association of N.S.W.

Monash University

Parking Association of Australia

Roads and Traffic Authority, N.S.W.

University of Queensland

University of Sydney

Review of Australian Standards. To keep abreast of progress in industry, Australian Standards are subject toperiodic review and are kept up to date by the issue of amendments or new editions as necessary. It is importanttherefore that Standards users ensure that they are in possession of the latest edition, and any amendments thereto.

Full details of all Australian Standards and related publications will be found in the Standards Australia Catalogueof Publications; this information is supplemented each month by the magazine ‘The Australian Standard’, whichsubscribing members receive, and which gives details of new publications, new editions and amendments, and ofwithdrawn Standards.

Suggestions for improvements to Australian Standards, addressed to the head office of Standards Australia, arewelcomed. Notification of any inaccuracy or ambiguity found in an Australian Standard should be made withoutdelay in order that the matter may be investigated and appropriate action taken.

This Standard was issued in draft form for comment as DR 92153..

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AS 2890.5—1993

Australian Standard�

Parking facilities

Part 5: On–street parking

First published as AS 2890.5—1993

PUBLISHED BY STANDARDS AUSTRALIA(STANDARDS ASSOCIATION OF AUSTRALIA)1 THE CRESCENT, HOMEBUSH, NSW 2140

ISBN 0 7262 8309 6

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PREFACE

This Standard was prepared by the Standards Australian Committee on Parking Facilities. It isPart 5 of a series of Standards on parking facilities, the other parts in the series being as follows:

AS

2890 Parking facilities

2890.1 Part 1: Off–street car parking

2890.2 Part 2: Commercial vehicle facilities

2890.3 Part 3: Bicycle parking facilities

2890.4 Part 4: Bus parking*

This Standard is largely based on the guidelines for the application of parking controls given inAS 1742.11—1989, Manual of uniform traffic control devices, Part 11: Parking controls, and givesguidance on the provision and layout of on–street parking, both as parking zones and parkingareas. When AS 1742.11 is next revised, this material will be omitted, and that Standard will thenbe concerned only with signs and markings associated with on–street parking.

* In course of preparation.

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Care should be taken to ensure that material used is from the current edition of the Standard and that it is updated whenever the Standard is amended orrevised. The number and date of the Standard should therefore be clearly identified.

The use of material in print form or in computer software programs to be used commercially, with or without payment, or in commercial contracts is subjectto the payment of a royalty. This policy may be varied by Standards Australia at any time.

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CONTENTS

Page FOREWORD 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SECTION 1 SCOPE AND INTRODUCTION 1.1 SCOPE 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 REFERENCED DOCUMENTS 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 DEFINITIONS 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SECTION 2 PARKING ARRANGEMENTS AND BAY DIMENSIONS 2.1 GENERAL 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2 PARALLEL PARKING 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 ANGLE PARKING 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4 ROADWAY WIDTH LIMITATIONS FOR PARALLEL AND ANGLE

PARKING 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 CENTRE–OF–ROAD PARKING 14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SECTION 3 ENVIRONMENTAL FACTORS 3.1 GENERAL 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2 END CLEARANCES 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3 PROVISION FOR PEDESTRIANS 18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4 PROTECTION OF THROUGH TRAFFIC 18. . . . . . . . . . . . . . . . . . . . . . . . . . 3.5 UNSAFE PARKING LOCATIONS 18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6 LIGHTING 19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SECTION 4 PROVISION FOR SPECIAL GROUPS 4.1 GENERAL 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2 TRUCKS 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3 TAXI STANDS AND FEEDER STANDS 20. . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4 MOTORCYCLES 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5 PARKING FOR PEOPLE WITH DISABILITIES 21. . . . . . . . . . . . . . . . . . . .

SECTION 5 PARKING CONTROL MEASURES 5.1 GENERAL PRINCIPLES FOR ALLOCATION OF PARKING SPACE 24. . . 5.2 PARKING CONTROL SIGNS 24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3 CLEARWAYS 24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4 TIME LIMITS 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5 FEE PAYMENT PARKING 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6 AREA PARKING CONTROL 28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7 RESIDENT PERMIT PARKING 28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8 OTHER PARKING CONTROLS 29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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AS 2890.5 — 1993 4

FOREWORD

The provision of on-street parking is an integral part of urban transportation planning. Inconjunction with off-street parking facilities, it seeks to cover the complete parking needs,especially in commercial and business districts. Parking authorities need to developpolicies for both on-street and off-street parking. A typical policy for high activitybusiness districts would have most of the parking demand met by providing off-streetparking, and parking on arterial and sub-arterial roads severely restricted.

The principal function of a public road is the movement of vehicular traffic. On-streetparking should therefore be permitted only to the extent that it will not result in anunacceptable loss of capacity for moving traffic or that it will not create unacceptablehazards for moving traffic due to the partial blocking of moving lanes or the parkingmanoeuvre itself.

The use of this Standard does not alter the need to comply with regulatory andadministrative requirements of both State and local authorities.

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5 AS 2890.5 — 1993

STANDARDS AUSTRALIA

Australian Standard

Parking facilities

Part 5: On-street parking

S E C T I O N 1 S C O P E A N D I N T R O D U C T I O N

1.1 SCOPE This Standard sets out requirements for the location, arrangement anddimensions of on-street parking facilities. It includes provisions for special classes ofvehicles and for people with disabilities, together with guidelines for the control ofparking.

It normally applies to parking on public roads that provide for through traffic as well astraffic seeking access to immediately adjacent development. However, in large off-streetcar parking areas, high volume circulating roadways on which there is some parking mayneed to be treated in accordance with this Standard.

1.2 REFERENCED DOCUMENTS The following documents are referred to in thisStandard:

AS1158 Code of practice for public lighting1158.1 Performance and installation design requirements

1428 Design for access and mobility1428.1 Part 1: General requirements for access—Buildings

1742 Manual of uniform traffic control devices1742.2 Part 2: Traffic control devices for general use1742.11 Part 11: Parking controls1742.13 Part 13: Local area traffic management

2890 Parking facilities2890.1 Part 1: Off-street car parking2890.2 Part 2: Commercial vehicle facilities2890.3 Part 3: Bicycle parking facilities

1.3 DEFINITIONS For the purpose of this Standard, the definitions below apply.

1.3.1 Clearway—a continuous length of roadway along which stopping is restrictedpart-time or full-time, and along which special enforcement provisions may apply.

1.3.2 No parking—a requirement similar to ‘No stopping’ except that stops for shortperiods as specified in regulations, are permitted.

1.3.3 No stopping—a requirement that a vehicle may not be stopped or allowed toremain stationary except when necessary to avoid conflict with other traffic or to complywith the directions of a member of the police force or a traffic control sign or signal.

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AS 2890.5 — 1993 6

1.3.4 Parking control area—a network of one or more streets or other area throughoutwhich uniform parking controls apply, and which are defined by signs at the boundariesadvising road users of the control requirements.

1.3.5 Parking zone—a portion of a roadway available for parking, full- or part-time,and designated by means of parking control signs (see AS 1742.11).

1.3.6 Road—the entire width of a right-of-way between property boundaries, andincluding footpaths.

1.3.7 Roadway—any one part of the width of a road devoted particularly to the use ofvehicles, inclusive of shoulders and auxiliary lanes.

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7 AS 2890.5 — 1993

S E C T I O N 2 P A R K I N G A R R A N G E M E N T S A N D

B A Y D I M E N S I O N S

2.1 GENERAL On-street parking for cars generally comprises the following:(a) Parallel kerbside parking (see Clause 2.2).(b) Angle kerbside parking (see Clause 2.3).(c) Centre-of-road parking, either parallel or angle parking (see Clause 2.5).Facilities are also provided for trucks, motorcycles, buses, taxis, bicycles and other specialuses (see also Section 4).Guidance on the types of parking permitted on roads of various widths and traffic volume,is given in Clause 2.4.

2.2 PARALLEL PARKING2.2.1 General characteristics Parallel kerbside parking in the direction of traffic flowis the basic method of parking provided for in regulations. It presents, under properlycontrolled conditions, the least impediment to the orderly and regular flow of traffic alonga road. The number of vehicles able to parallel park along any given length of kerb is notas high as in angle parking, but it has the advantage of minimizing accidents associatedwith parking and unparking manoeuvres. Parallel parking is also the best system for usewhere parking must be provided and street capacity must be kept to a maximum, becauseit requires a lesser width of roadway for parking and manoeuvring.2.2.2 Dimensions and layout of parking spacesFigure 2.1 shows typical layouts ofparallel parking spaces. The minimum width of these spaces for various uses is given inTable 2.1 (see also Clause 2.4(a)).

TABLE 2.1WIDTH OF PARALLEL PARKING SPACES

Space usageSpace width,minimum m

Cars and light commercial vehicles, normal conditions

Cars and light commercial vehicles, restricted roadway width,parking of wide vehicles unlikely and where a continuouslymarked narrow parking lane will aid traffic flow

Trucks and buses

2.3

2.1

2.6

To provide orderly parking, it is desirable to mark parking spaces in areas of high demandand turnover. Pavement markings shall be in accordance with AS 1742.11, which alsodetails pavement messages that may be marked on the road to supplement parking signcontrols and help users to recognize the applicable parking restrictions.

2.3 ANGLE PARKING

2.3.1 General characteristics Angle parking can generally accommodate up to twiceas many vehicles per unit length of kerb as parallel parking. Small angles (30 degrees orless) give little advantage over parallel parking, especially where there are frequentdriveways or other kerb interruptions. The maximum advantage occurs at 90 degrees.However, all forms of angle kerbside parking present a greater hazard to road users thanparallel parking. Studies show that when parking is changed from angle to parallelkerbside parking, the accident rate along a length of road decreases substantially and thetraffic capacity is greatly increased.

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AS 2890.5 — 1993 8

LEGEND:

X = width of space—see Table 2.1

Y = length of end space where vehicles may enter or leave the space directly—5.4 m minimum

Z = length of intermediate space—6.0 m to 6.7 m, depending on parking turnover and traffic volume (seeNote 3)

W = length of end space which is obstructed at one end by a kerb or barr ier—6.3 m or length Z of adjacentspace, whichever is the greater

NOTES:

1 Space markings may be broken or unbroken. Unbroken longitudinal space markings canassist in the guidance of traffic past parking spaces.

2 ‘No Stopping’ restrictions may be supplemented by a yellow line 80 to 100 mm wide, closeto the kerb, broken for part-time and unbroken for full-time restrictions.

3 Where parking turnover is high and vehicles backing into parking spaces cannot be readilytolerated, increased space lengths, up to 8 m, should be considered.

FIGURE 2.1 TYPICAL PARALLEL PARKING LAYOUT FOR CARS

The use of angle kerbside parking may therefore need to be considered in conjunctionwith other measures designed to lessen the adverse effects.

The parking manoeuvre is generally more easily accomplished with angle parking thanwith parallel parking, and is easier with small angles than with large. As the angle ofparking increases so does the width of roadway which is required for parking andunparking manoeuvres. 90 degrees is the only angle suitable for access from bothapproach directions.

Angle parking may be either ‘front-in’ or ‘reverse-in’. Any town or city applying angleparking should be consistent in adopting one form or the other. Reverse-in angle parkingis prohibited by law in some States.

NOTE: When proposing the use of reverse-in angle parking, consideration should be given topotential minor hazards associated with vehicles stopping in the moving traffic stream prior toreversing into a parking space, and with nose swing into the adjacent through traffic lane aseach vehicle starts its back-in manoeuvre. These hazards are of most concern where movinglanes are narrow and lane traffic volumes are high. Reverse-in angle parking may also result inexcessive footpath obstruction from the rear overhang of vehicles, and could contribute toexcessive exhaust fumes on the footpath.

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9 AS 2890.5 — 1993

Long vehicles are usually unable to make use of angle parking spaces. In commercialareas, for example, adequate parallel loading spaces should also be provided to cater forlong vehicles and commercial vehicles.2.3.2 Angle parking space width Recommended minimum parking space widths aregiven in Table 2.2. These are based on the dimensions of the design vehicle given inAS 2890.1. The space widths relate to the frequency of parking and unparkingmanoeuvres as developed for AS 2890.1 for off-street parking. The varying degrees towhich car doors can be opened are also shown.

TABLE 2.2ANGLE PARKING SPACE WIDTHS RELATED TO PARKING TURNOVER

Use category Typical usesLimits on door

openingSpace width,m (Note 2)

Low turnover Generally all-day parking, e.g. commuterparking

Front door opened tofirst stop

2.4

Medium turnover Generally more than 2 hour parking butless than a full day, e.g. town centre,sports facility, airport visitor parking

Front door opened tosecond stop

2.5

High turnover Generally short-term parking, includingareas where children and goods arefrequently loaded into vehicles, e.g. atshopping centres

Rear door fullyopened

2.6

Disabled user Front door fullyopened pluswheelchairmanoeuvring space

3.2(Note 3)

NOTES:1 The above examples are not rigid requirements, e.g. wider spaces may be required for some

designs and narrower spaces may be required in central business districts and at other highland cost locations.

2 Space width is dimensionA on Figures 2.3, 2.4 and 2.5 for 45, 60 and 90 degree angleparking respectively. Space width is reduced for 30 degree angle parking (see Figure 2.2).

3 See Clause 4.5 regarding the need to increase the width of disabled parking spaces above3.2 m whenever practicable.

2.3.3 Angle parking layout Parking space dimensions for various angles of front-inparking are shown in Figures 2.2, 2.3, 2.4 and 2.5 for parking angles of 30, 45, 60 and 90degrees respectively. Wheelstops may be required to control encroachment onto pedestrianpaths by excessive kerb overhang (see Clause 3.3).

2.4 ROADWAY WIDTH LIMITATIONS FOR PARALLEL AND ANGLEPARKING The types of parallel or angle parking which can be permitted on a throughroadway will depend on the width of roadway and traffic volumes, with an additionalallowance for high speed traffic. Restrictions on parking related to some functionalclassifications of road or abutting land uses may also be applied.Width limitations which should be observed when determining the type of parkingappropriate in a particular case, are as follows:(a) Parallel parking Under low speed urban conditions, i.e. traffic speeds past the site

generally not exceeding 60 km/h, the width from kerb to left-hand edge of thenearest moving traffic lane that should be provided is the parking space width fromTable 2.1, plus 0.5 m clearance. This clearance should be increased by 1.0 m foreach 10 km/h by which traffic speeds exceed 60 km/h, up to a maximum of 3.0 m.

(b) Angle parking Figures 2.2, 2.3, 2.4 and 2.5 indicate the minimum widths betweenthe separation line or median, and the kerb, for parking angles of 30, 45, 60 and90 degrees respectively, that should be available before angle parking is permitted.

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AS 2890.5 — 1993 10

DimensionsUse category (see Table 2.2)

Low Medium High Disabled

A —space width (Note 7) 2.1 2.3 2.5 3.2

B —space width parallel to kerb 4.2 4.6 5.0 6.4

D —lateral depth of spaces (Note 1) D1 4.4 4.4 4.4 4.4

D2 4.1 4.1 4.1 4.1

D3 4.5 4.7 4.9 5.4

M —manoeuvre space (Note 3) 3.1 3.0 2.9 2.9

J — allowable encroachment into adjacent traffic lanes(Note 4)

2.5 2.5 2.5 2.5

Minimum width required, kerb line to outer edge of amoving traffic lane = D + M − J

5.1 5.2 5.3 5.1

L— width of lane(s) for moving traffic:0-800 vehicles/hour (Note 5)800-1600 vehicles/hour (Note 5)

3.56.5

3.56.5

3.56.5

3.56.5

W —minimum overall width required, kerb line toseparation line = D + M − J + L;

0-800 vehicles/hour (Note 5)800-1600 vehicles/hour (Note 5)

8.612.1

8.712.2

8.812.3

8.612.1

S —wheelstop distance:Nose-in parkingRear-in parking (Note 6)

0.60.9

0.60.9

0.60.9

0.60.9

DIMENSIONS IN MILLIMETRES

NOTES:

1 DimensionD is selected as follows (see Note 2):

D1— where parking is to a wall or high kerb not allowing any overhang.

D2— where parking is to a low kerb which allows 600 mm overhang.

D3— where parking is controlled by wheelstops installed at right angles to the direction of parking.

2 Formulae from which values ofD1, D2 and D3 have been calculated are given in AS 2890.1.

3 DimensionM gives the lateral space required when manoeuvring into or out of a parking space. Roadway widthlimitations are dealt with further in Clause 2.4.

4 DimensionJ is the extent to which a vehicle can be allowed to obstruct the adjacent moving traff ic lane whilemanoeuvring into or out of a parking space. The valueJ = 2.5 m is appropriate to traff ic speeds of 60 km/h or lesspast the site. At higher speeds it is recommended thatJ be reduced by 1.0 m for each 10 km/h by which the speedexceeds 60 km/h, with a minimum value ofJ = 0.

5 The quoted traff ic volumes are one-way maximum hourly volumes, total of all lanes, during the times parking ispermit ted.

6 Rear-in angle parking spaces slope in the opposite direction.

7 Widths of 30 degree angle parking spaces are smaller than other angle parking spaces due to reduced conflict ofopen doors against adjacent vehicles.

FIGURE 2.2 LAYOUT AND MINIMUM ROADWAY WIDTH FOR30 DEGREE ANGLE PARKING SPACES

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11 AS 2890.5 — 1993



A—space width 2.4 2.5 2.6 3.2

B—space width parallel to kerb 3.4 3.5 3.7 4.5

D—lateral depth of spaces (Note 1) D1 5.2 5.2 5.2 5.2

D2 4.8 4.8 4.8 4.8

D3 5.5 5.6 5.7 6.1

M—manoeuvre space (Note 3) 3.9 3.7 3.5 3.5

J —allowable encroachment into adjacent trafficlanes (Note 4)

2.5 2.5 2.5 2.5

Minimum width required, kerb line to outer edgeof a moving traffic lane = D + M − J

6.9 6.8 6.7 6.7

L—width of lane(s) for moving traffic:0-800 vehicles/hour (Note 5)800-1600 vehicles/hour (Note 5)

3.56.5

3.56.5

3.56.5

3.56.5

W—minimum overall width required, kerb lineto separation line = D + M − J + L;


10.413.9

10.313.8

10.213.7

10.213.7

S—wheelstop distance:Nose-in parkingRear-in parking (Note 6)

0.60.9

0.60.9

0.60.9

0.60.9

DIMENSIONS IN METRES

NOTES :

1 DimensionD is selected as follows (see Note 2):

D1 — where parking is to a wall or high kerb not allowing any overhang.

D2 — where parking is to a low kerb which allows 600 mm overhang.

D3 — where parking is controlled by wheelstops installed at right angles to the direction of parking.

2 Formulae from which values ofD1, D2 andD3 have been calculated are given in AS 2890.1.

3 DimensionM gives the lateral space required when manoeuvring into or out of a parking space. Roadway width limitationsare dealt with further in Clause 2.4.

4 DimensionJ is the extent to which a vehicle can be allowed to obstruct the adjacent moving traffic lane while manoeuvringinto or out of a parking space. The valueJ = 2.5 m is appropriate to traffic speeds of 60 km/h or less past the site. Athigher speeds it is recommended thatJ be reduced by 1.0 m for each 10 km/h by which the speed exceeds 60 km/h, with aminimum value ofJ = 0.

5 The quoted traffic volumes are one-way maximum hourly volumes, total of all lanes, during the times parking is permitted.


FIGURE 2.3 LAYOUT AND MINIMUM ROADWAY WIDTH FOR 45 DEGREEANGLE PARKING SPACES

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AS 2890.5 — 1993 12



A—space width 2.4 2.5 2.6 3.2

B—space width parallel to kerb 2.8 2.9 3.0 3.7

D—lateral depth of spaces (Note 1) D1 5.7 5.7 5.7 5.7

D2 5.1 5.1 5.1 5.1

D3 5.9 6.0 6.0 6.3

M—manoeuvre space (Note 3) 4.9 4.6 4.3 4.3

J —allowable encroachment into adjacent trafficlanes (Note 4)

2.5 2.5 2.5 2.5

Minimum width required, kerb line to outer edgeof a moving traffic lane = D + M − J

8.3 8.1 7.8 7.8

L—width of lane(s) for moving traffic:0-800 vehicles/hour (Note 5)800-1600 vehicles/hour (Note 5)

3.56.5

3.56.5

3.56.5

3.56.5

W—minimum overall width required, kerb line toseparation line = D + M − J + L;


11.815.3

11.615.1

11.314.8

11.314.8

S—wheelstop distance:Nose-in parkingRear-in parking (Note 6)

0.60.9

0.60.9

0.60.9

0.60.9

DIMENSIONS IN METRESNOTES:1 DimensionD is selected as follows (see Note 2):

D1— where parking is to a wall or high kerb not allowing any overhang.D2— where parking is to a low kerb which allows 600 mm overhang.D3— where parking is controlled by wheelstops installed at right angles to the direction of parking.

2 Formulae from which values ofD1, D2 and D3 have been calculated are given in AS 2890.1.3 DimensionM gives the lateral space required when manoeuvring into or out of a parking space. Roadway width

limitations are dealt with further in Clause 2.4.4 DimensionJ is the extent to which a vehicle can be allowed to obstruct the adjacent moving traff ic lane while

manoeuvring into or out of a parking space. The valueJ = 2.5 m is appropriate to traff ic speeds of 60 km/h or lesspast the site. At higher speeds it is recommended thatJ be reduced by 1.0 m for each 10 km/h by which the speedexceeds 60 km/h, with a minimum value ofJ = 0.




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13 AS 2890.5 — 1993



A —space width 2.4 2.5 2.6 3.2

B —space width parallel to kerb Same as Dimension A

D —lateral depth of spaces (Note 1) D1 5.4 5.4 5.4 5.4

D2 4.8 4.8 4.8 4.8

D3 5.4 5.4 5.4 5.4

M —manoeuvre space (Note 2) 6.2 5.8 5.4 5.4

J — allowable encroachment into adjacent traffic lanes(Note 3)

2.5 2.5 2.5 2.5

Minimum width required, kerb line to outer edge of amoving traffic lane = D + M − J

9.1 8.7 8.3 8.3

L— width of lane(s) for moving traffic:0-800 vehicles/hour (Note 4)800-1600 vehicles/hour (Note 4)

3.56.5

3.56.5

3.56.5

3.56.5

W —minimum overall width required, kerb line toseparation line = D + M − J + L;


12.616.1

12.215.7

11.815.3

11.815.3

S —wheelstop distance:Nose-in parkingRear-in parking

0.60.9

0.60.9

0.60.9

0.60.9

DIMENSIONS IN METRESNOTES:1 DimensionD is selected as follows (see Note 2):

D1— where parking is to a wall or high kerb not allowing any overhang.D2— where parking is to a low kerb which allows 600 mm overhang.D3— where parking is controlled by wheelstops installed at right angles to the direction of parking.

2 Formulae from which values ofD1, D2 and D3 have been calculated are given in AS 2890.1.3 DimensionM gives the lateral space required when manoeuvring into or out of a parking space. Roadway width

limitations are dealt with further in Clause 2.4.4 DimensionJ is the extent to which a vehicle can be allowed to obstruct the adjacent moving traff ic lane while

manoeuvring into or out of a parking space. The valueJ = 2.5 m is appropriate to traff ic speeds of 60 km/h or lesspast the site. At higher speeds it is recommended thatJ be reduced by 1.0 m for each 10 km/h by which the speedexceeds 60 km/h, with a minimum value ofJ = 0.



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AS 2890.5 — 1993 14

2.5 CENTRE-OF-ROAD PARKING

2.5.1 General characteristics Unprotected centre-of-road parking should be consideredonly in streets with little through traffic and where all traffic moves slowly. The centralline of parked vehicles separates opposing traffic flows and provides a continuous refugefor pedestrians, but this type of parking generates additional pedestrian movements acrossthe road.

It is essential that adequate visibility be preserved at intersections. Hazardous conditionswould be brought about by permitting centre-of-road parking too close to the cross-streettraffic lanes.

A combination of kerbside parking and centre-of-road parking provides a large number ofstreet parking spaces per unit length of street. Angle kerbside parking is rarely possiblewhere centre-of-road parking is permitted.

If time limits are introduced, the combination of kerbside and centre-of-road parkingallows time limits of different periods and durations to be instituted on the road.Short-term parking demands at the kerbside may be satisfied by imposing a time limit of,say, half an hour or less on parking. Longer limits may be set in the centre-of-roadparking zone to accommodate drivers requiring longer parking periods. This arrangementminimizes turnover of parking in the centre of the road.

2.5.2 Roadway width requirements Table 2.3 gives a guide to the minimum roadwaywidth, related to traffic volume, which should be available before centre-of-road parkingis permitted. For traffic volumes greater than those shown in Table 2.3, there are nogeneral criteria that can be applied, so a traffic engineering assessment should be made ofthe conditions in every instance.

TABLE 2.3

CENTRE-OF-ROAD PARKING—MINIMUM ROADWAY WIDTH

One-way flow,vehicles per hour

Minimum roadway widthm

Up to 400401 - 800

2329

NOTE: The Table is applicable to a two-way roadway with kerbside parallel parking bothsides and a 5.4 m wide, 90 degree, centre-of-road parking area.

2.5.3 Alternative layouts Where overall roadway widths are sufficient to allowcentre-of-road parking within a wide median, a parking area isolated from through traffic,e.g. as shown in Figure 2.6, is to be preferred. Such a facility can be designed in a similarway to an off-street car park.

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15 AS 2890.5 — 1993

FIGURE 2.6 TYPICAL CENTRE-OF-ROAD PARKING AREA

ISOLATED FROM THROUGH TRAFFIC

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AS 2890.5 — 1993 16

S E C T I O N 3 E N V I R O N M E N T A L F A C T O R S

3.1 GENERAL The high demand for on-street parking in many urban locations willoften put pressure on authorities to try to provide more parking than is environmentallyreasonable. This Section places environmental limits on parking provision in the interestof safety, preservation of access and the convenience of all road users, as follows:

(a) Provision of adequate end clearances to intersections and driveways (seeClause 3.2).

(b) Preservation of safe and convenient pedestrian access (see Clause 3.3).

(c) Protection of parking areas from through traffic (see Clause 3.4).

(d) Identification of unsafe parking locations (Clause 3.5).

3.2 END CLEARANCES In determining the required clearances between the end of aparking area and an intersection, laneway, driveway or pedestrian crossing, the followingneed to be considered:

(a) The regulatory ‘no-stopping’ distance at an intersection as specified in trafficregulations. This is normally measured to the intersection of the kerb and theprolongation of the property line in the intersecting street. Where parking demand islow and parking within the ‘no-stopping’ distance is unlikely, it may not benecessary to install a no-stopping sign. However, in locations of high demand andwhere parking restrictions are actively policed, it is highly desirable to providesigns or other indicators of the limit of parking. It is essential where the propertyline in the intersecting street is ill-defined.

(b) The provision of additional end clearance to preserve adequate intersection sightdistance for traffic entering from side streets, laneways or driveways. At minorlaneways and driveways, it is normally sufficient to provide enough parking endclearance so that entering drivers can just see the oncoming traffic without placingpart of their vehicles in danger of collision. Typical cases where regulatory enddistances may be insufficient include—

(i) angle parking in the main street;

(ii) main street parking on a curve; and

(iii) end spaces sometimes occupied by large vehicles.

(c) The prohibition of parking for additional distances on the approaches to signalizedintersections to accommodate queues. Length of parking prohibition on thedeparture sides should match those on the approach so as to promote an orderlytraffic flow downstream of the signals.

(d) The need to provide for left turn lanes at intersections.

(e) In addition to restrictions at intersections, the need to prohibit parking for specifieddistances in the vicinity of—

(i) children’s and pedestrian crossings;

(ii) bus/tram stops;

(iii) railway level crossings;

(iv) fire hydrants; and

(v) road bridges, except where parking provisions can be made.

The extent of such prohibitions is given in traffic regulations.

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17 AS 2890.5 — 1993

Provision of end clearances is illustrated in Figure 3.1.

Regulatory ‘no-stopping’ distances should normally be regarded as a minimum. Theremay however, be exceptions where the driver’s required sight line distance to an enteringvehicle or a pedestrian about to cross is fully provided at some lesser ‘no-stopping’distance. An example would be where kerb extensions have been constructed at apedestrian crossing. In such cases, the regulatory no-stopping distances can be reducedprovided that this is allowed in traffic regulations.

X = the regulatory or approved no-stopping distanceY = the distance required to provide adequate sight distance for entering traffic (see Clause 3.2(b)) .

NOTE: If Y < X, thenX is used.

FIGURE 3.1 TYPICAL END TREATMENTS

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AS 2890.5 — 1993 18

3.3 PROVISION FOR PEDESTRIANS On-street parking zones should be arrangedso that obstruction of pedestrians and encroachment onto pedestrian paths is minimized.The following requirements shall be observed:

(a) Angle parking, front-in—shall not be permitted adjacent to footpaths 2 m or less inwidth unless wheelstops controlling front overhang encroachment onto the footpath,are provided.

(b) Angle parking, reverse-in—shall not be permitted adjacent to footpaths 2.3 m or lessin width unless wheelstops controlling rear overhang encroachment onto thefootpath by more than 300 mm are provided. In this case, the effects of exhaustfumes on pedestrian traffic should also be monitored and additional clearance toparked vehicles provided (e.g. by wheelstops, footpath widening) if necessary.

NOTE: In extreme cases it may be necessary to abandon reverse-in parking.

Where wheelstops are used they shall be 90 to 100 mm in height and at least 2.0 m inlength. The distance from wheelstop to kerb shall be as shown in Figures 2.2 to 2.5. Theuse of wheelstops in locations where they may be a hazard to pedestrians, should beavoided wherever practicable.

Where parking is permitted adjacent to a median or separator, a clear and level width of atleast 900 mm should be provided along the median or separator for the passage ofpedestrians between two lines of parked cars, or between a line of parked cars and the farside of the median or separator.

3.4 PROTECTION OF THROUGH TRAFFIC There will be many instances wherethe provision of parking zones on busy or high speed roads, or in unexpected locations islikely to create a hazard. Typical locations which should be considered for protectioninclude—

(a) kerbside parking part way around a left-hand curve with limited sight distanceacross the curve;

(b) parking just beyond a crest;

(c) a parking area which starts just beyond a roadway narrowing or lane reduction;

(d) parking on the right-hand side of a one-way roadway; or

(e) any other location where a parking zone protrudes an unexpectedly large distanceinto a roadway, or where parking manoeuvres may encroach into a high speedtraffic lane.

In its simplest form, protection of through traffic in hazardous situations involves the useof edge lines or transition lines (see AS 1742.2), supplemented with raised pavementmarkers. Where there is a possibility of greater hazard, pavement bars to guide movingtraffic away from and past the parking zone, should be used.

An alternative method of protection is the construction of short kerb extensions at theleading end, or at both ends of the parking zone. Kerb extensions may be used for acombination of purposes, including a pedestrian crossing approach, bicycle parking area,landscaping area, and as a component of a slow point (see AS 1742.13). Appropriate stepsshall be taken to adequately delineate such kerb extension, with particular attention beinggiven to making them visible to moving traffic at times when the parking zone is empty.

3.5 UNSAFE PARKING LOCATIONS The following locations are generallyconsidered to be unsafe for parking and should not be used:

(a) On the inside of the sharp curves. It will often be difficult to protect such a parkingzone from oncoming traffic, and the hazard will usually be greater if the zone isonly partly occupied.

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19 AS 2890.5 — 1993

(b) Within a T-junction, opposite a high-volume or high-speed terminating road, or aterminating road on a steep downgrade. Hazards can include vehicles over-runningthe intersection or misjudging the turning path. People entering or leaving a vehicleon the driver’s side are especially vulnerable.

(c) On islands and reservations including the central island of a roundabout. Thesources of possible hazard include obstruction of intersection sight distance formoving traffic, movements into and out of parking spaces in unexpected locations,reductions in the effective width of moving traffic lanes and hazardous pedestrianmovements.

(d) Any of the locations listed in Clause 3.4 which cannot be properly protected.

3.6 LIGHTING Performance and installation design requirements for the lighting ofurban roads are given in AS 1158.1. The lighting categories appropriate to on-streetsituations are:

(a) Category A lighting—generally applicable to arterial roads.

(b) Category B lighting—generally applicable to local roads.

Provision of Category A lighting will result in levels of illuminance of both the roadwayand the surround (verge) of arterial roads, which will satisfy the needs of vehicle parkingin either location.

Provision of levels of illuminance specified for Category B will satisfy the needs ofvehicle parking on local roads.

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AS 2890.5 — 1993 20

S E C T I O N 4 P R O V I S I O N F O R S P E C I A L

G R O U P S

4.1 GENERAL The following special groups of vehicle type or user may need to becatered for in on-street parking provisions:

(a) Trucks (see Clause 4.2).

(b) Taxis (see Clause 4.3).

(c) Motorcycles (see Clause 4.4).

(d) People with disabilities (see Clause 4.5).

(e) Buses.

(f) Bicycles (see AS 2890.3).

4.2 TRUCKS

4.2.1 General provisions The long-term kerbside parking of trucks (other than lightcommercial vehicles) on-street is generally discouraged, often by law. Wherever there is aneed for trucks to be parked other than on private property, a parking area physicallyseparated or otherwise remote from the through roadway should be sought. For therequirements of such a facility, see AS 2890.2.

In the event that limited kerbside parking is required, parallel parking is the onlypracticable configuration. Spaces need to be made long enough to accommodate thevehicle and the necessary manoeuvre space for parking and unparking. On-street angleparking for trucks is almost never practicable.

4.2.2 Loading zones Short-term stopping for purposes of loading or unloading goodsvehicles is provided for by means of loading zones. They should be provided where it isnecessary to allow vehicles to stand for the picking up or setting down of goods. Theyshould allow stopping parallel to the kerb and should have a length which willaccommodate the vehicles which normally use them. Bearing in mind the need to locateloading zones close to the premises being served, consideration should be given to placingloading zones at the beginning or end of a section of parking, rather than in the middle, toreduce the need for awkward vehicle manoeuvring, especially the reversing of trucks.

4.2.3 Truck zones In some States short-term stopping ofheavy goods vehicles iscatered for by use of truck zones. The usage and legal requirements relating to truckzones are in other respects similar to those for loading zones, except that time limits maynot apply provided the vehicle is loading or unloading.

4.3 TAXI STANDS AND FEEDER STANDS Taxi stands should be provided inlocations convenient for patrons.

It is desirable that taxis stand parallel to the kerb, facing in the direction of the maintraffic stream so that waiting taxis may progress from the tail of the taxi queue to thehead. Minimum length of taxi stands should be (5.4n + 1.0) metres, wheren is thenumber of taxis to be accommodated.

Should there be a demand for greater allocation of space at any particular location, themain stands should be fed from feeder stands established at a reasonable distance from themain stand. The feeder stand should be so placed that the lead taxi can observe when aspace becomes vacant at the main stand. A feeder stand may feed one or more mainstands.

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21 AS 2890.5 — 1993

4.4 MOTORCYCLES Motorcycle parking zones are normally provided in groupsaccording to demand. Conversion of car parking spaces as illustrated in Figure 4.1 canprovide the required facilities. Use of irregular spaces and undersize remnants should alsobe considered. Where cars are found to occupy motorcycle spaces, installation of kerbingmay be required. The minimum size of a motorcycle parking space is 2.5 m× 1.2 m.


NOTE: In angle parking zones, only car spaces at the ends can be converted, and then only ifroadway crossfall is not too steep.

FIGURE 4.1 CONVERSION OF A CAR PARKING

SPACE TO MOTORCYCLE SPACES

4.5 PARKING FOR PEOPLE WITH DISABILITIES

4.5.1 General requirements In any parking zone it is desirable to set aside a numberof parking spaces for people with disabilities. Such spaces should be in angle parkingzones as adequate provision for people with disabilities at kerbside parallel parkingspaces, particularly the provision of wheelchair access, can be difficult. Where availableparking is largely parallel, it is usually more practicable to provide special side-street oroff-street parking areas which include disabled parking spaces. Clear signposting to theseareas from the main street shall be provided.

A guide to the proportion of car parking spaces which should be provided for people withdisabilities in a parking zone, taking into account the aggregate of both on-street and off-street spaces available in the locality, is given in AS 2890.1. These spaces should beprovided in accordance with Figures 2.2 to 2.5. In locating these, account should be takenof the following:

(a) Proximity of any particular establishments towards which disabled users are likelyto be heading.

(b) Ease of access from the parking spaces to the abutting developments.

Requirements and guidance on access for people with disabilities are also given inAS 1428.1.

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AS 2890.5 — 1993 22

4.5.2 Parking space design requirements Parking spaces for use by people withdisabilities shall comply with the following:

(a) Pavement requirementsA parking space shall consist of an unobstructed areahaving a firm plane surface, all at the one level, with a fall not exceeding 1:40 ineither the direction of parking or at 90 degrees to it, or 1:33 if the surface has abituminous seal.

(b) Space width—angle parkingFor angle parking the parking space width shall be notless than 3.2 m. This width shall be regarded as an absolute minimum, as it willoften be difficult for a disabled person to cope with wheelchair transfer if theadjacent angle parking space is occupied. Wherever practicable, it is desirable for aspace of up to 3.8 m wide to be provided.

(c) Space width—parallel parking Parallel parking spaces shall not be marked asdisabled spaces, nor included in the count of spaces available for people withdisabilities unless—

(i) a 3.2 m wide space can be provided, e.g. by indenting the space into thefootpath area; and

(ii) kerb ramps as shown in Figure 4.2(a) are also provided.

(d) Provision of accessible path of travelA continuous, accessible path of travel inaccordance with AS 1428.1 shall be provided between each parking space and theadjacent footpath, and thence to the final destination so that the path does not crossany vehicular traffic path at an uncontrolled location.

(e) Signs Parking spaces shall be identified by a parking control sign incorporating theinternational symbol of access for people with disabilities (see AS 1742.11).

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23 AS 2890.5 — 1993

(a) On-street parallel parking space

(b) On-street angle parking spaceDIMENSIONS IN METRES

NOTES:

1 Two 1.0 m kerb ramps as specified in AS 1428.1, should be provided at the locationsshown. Two or more adjacent disabled spaces will normally require only one ramp each.

2 Parking space may be delineated by yellow broken lines. International access symbol maybe painted in yellow within the parking space.


FIGURE 4.2 PARKING SPACES FOR DISABLED PEOPLE

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AS 2890.5 — 1993 24

S E C T I O N 5 P A R K I N G C O N T R O L M E A S U R E S

5.1 GENERAL PRINCIPLES FOR ALLOCATION OF PARKING SPACE In manyareas of intense residential, business or industrial activity, demand for on-street parkingspace exceeds supply. Space available for parking must therefore be allocated on apriority basis. In such cases, the responsible authority will need to estimate the totaldemand and allocate priorities among the competing interests. This will need to be doneover a sufficiently large area to ensure that a parking problem is not simply transferred toan adjacent street.

In residential areas, residents’ demands for long-term parking near their homes is usuallyparamount. This can be provided, subject to regulations, by implementing time-limitparking with exceptions for vehicles displaying a resident parking permit, or byimplementing a permit zone for the exclusive use of permit vehicles. In such areas it isimportant to provide sufficient space for visitors’ vehicles and other non-permit vehicles.

In business areas, parking associated with the conduct of business usually takes priority.This includes short-term parking for clients or customers, bus stops and taxi ranks forclients and customers who do not drive and loading zones for the delivery and picking upof goods. The exact priorities for the allocation of parking spaces can only be decided bystudy and consultation. Parking of increasing duration is usually located at increasingdistances from the main activity areas to provide greatest convenience to the greatestnumber of people wishing to gain access to the area.

In industrial areas, depending on the extent of off-street parking, priority is given toshort-term parking for clients and long-term parking for employees, to avoid a spill ofall-day parking into adjacent non-industrial areas. Loading facilities are usually providedoff-street, but no-stopping restrictions may be necessary to ensure that large vehicles cannegotiate access roads.

In all the above areas, consideration must be given to the design of parking spaces fordisabled drivers or passengers. This can include the provision of reserved spaces (seeClause 4.5) as well as other concessions provided through regulation, such as extensionsto posted parking time limits.

5.2 PARKING CONTROL SIGNS The usual method of controlling on-street parkingis by means of parking control signs. Requirements for the use of these signs togetherwith associated pavement markings to prohibit stopping or parking, to control parkingdurations, and to reserve space for special usages or classes of vehicle are specified inAS 1742.11.

5.3 CLEARWAYS

5.3.1 General It is often necessary to prohibit kerbside stopping during periods of highflow for all vehicles except buses and so provide an additional lane for moving traffic.Long continuous lengths of no-stopping restrictions may be designated by signs asclearways.

Clearways should not be established to control stopping along isolated lengths of roadwhen normal parking controls would be adequate.

5.3.2 Guidelines The need for a clearway depends on one-way traffic volumes, thenumber of lanes available, and the presence or absence of trams.

The traffic volumes at which a clearway lane should start to operate, and hence make anextra lane available for moving traffic, is shown in Table 5.1.

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25 AS 2890.5 — 1993

The periods over which peak-hour stopping prohibitions are imposed should be uniformover as large an area as possible. The start and finish times, however, will usually varywith changing peak traffic flow times such as often occurs at different distances from thecentre of employment. Clearways should be continuous, embracing short intermediatesections which might not otherwise be justified on the basis of warrant considerationsalone.

Duration of the clearway should not be less than one hour, and may extend to three hoursor longer in large cities. Extended clearways, of 12 or 24 hours’ duration, may also beappropriate on high volume roads. Weekend clearways may also be required on busyweekend routes.

TABLE 5.1

GUIDELINES FOR THE PROVISION OF CLEARWAYS

Flow lanes available in onedirection before clearway

installed

One-way flow rate atwhich stopping is

banned (vehicles perhour)

Flow lanes availablein one directionafter clearway

installed

Streets with mixed trams and motor traffic

12

6001 200

23*

Streets with no trams or segregated tram tracks

123

8001 6002 400

234

* For the safety of alighting and boarding passengers, refuge islandsshould be provided beside the tracks at tram stops on streets with twoor more flow lanes to the left of the tram tracks.

5.4 TIME LIMITS Where parking demand exceeds supply, it is necessary to imposetime limits to increase the turnover and so allow more people to use the more sought-afterspaces to gain access to the adjacent facilities. The limits should be determined only froma proper study of parking patterns. Generally, with adequate enforcement, an efficienttime limit results in a few spaces being vacant most of the time.

In business districts, turnover demands are usually too high for long-term, on-streetparking. Limits of increasing duration are usually applied at increasing distances from theheart of the district. This ensures the highest turnover for premium-demand areas whileallowing longer-term parking at greater walking distances.

The usual periods provided for are half, 1, 2, 3 and 4 hours, but in the vicinity of postoffices, banks, or other service type locations, limits as low as 5 minutes may be used toadvantage.

5.5 FEE PAYMENT PARKING

5.5.1 General If time limits are to operate successfully, they have to be adequatelyenforced. A very small number of consistent violators parking for lengthy periods willreduce the advantages of any scheme. Where competition for parking is intense andsatisfactory enforcement is difficult to maintain, fee payment parking should beimplemented.

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AS 2890.5 — 1993 26

Properly designed fee payment parking schemes provide the following benefits:

(a) Increased turnover in parking spaces, which often has the effect of reducing trafficvolume by eliminating vehicles circulating in search of parking places.

(b) An accurate time check on parking duration, thereby simplifying enforcement.

(c) Discouragement of all-day or other long-term users from parking in zones restrictedto short-term.

(d) Reduction in the number of people required for time-limit enforcement.

(e) The opportunity to impose price controls on the demand for kerbspace. Maximumcharges can be imposed where demand is greatest, whereas lower charges can assistin redistributing demand to less competitive areas.

However, if fee-payment parking schemes are not properly designed or effectivelyenforced, many users may not pay the fee, strong public resentment may be generated,and meter feeding (exceeding the posted time limit by paying the fee again) may beencouraged.

The types of fee payment dealt with in this Clause are—

(i) meter parking (see Clause 5.5.3); and

(ii) coupon parking (see Clause 5.5.4).

5.5.2 Guidelines for the implementation of fee-payment parking area Theimplementation of fee-payment parking may be considered under the followingconditions:

(a) Where an insufficient turnover of spaces is indicated by short-term parkers resortingfrequently to illegal parking or double parking.

(b) Where a high demand is indicated by the continuous usage of at least 70 percent ofavailable parking spaces during business hours.

(c) Where studies reveal insufficient off-street parking facilities within reasonablewalking distance from large generators of high short-term parking demand, such asstores, banks or other commercial centres.

5.5.3 Meter parking

5.5.3.1 Mechanical meters This is the most common type of fee payment on-streetparking. The traditional mechanical meters display time available and expiry of time.Their main features are as follows:

(a) Each parking space can have its own meter (either one or two meters on a singlepost) erected near the kerb. Single-headed meters should be located near the front ofthe spaces which they serve. The meters are easily identifiable by both motoristsand enforcement agencies.

(b) Enforcement is effective as the display of expiry of time is readily seen byenforcement officers.

(c) They are convenient for all motorists because coins are the normal method ofpayment.

(d) Fees are paid on-the-spot, and hence immediately recoverable and accountable bythe parking authority.

However, mechanical meters have certain disadvantages such as the following:

(i) Mechanical breakdowns.

(ii) Prone to vandalism.

(iii) High labour costs involved in the collection of cash and maintenance of meters.

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27 AS 2890.5 — 1993

(iv) Visually unattractive.

(v) Intrusion into pedestrian areas.

5.5.3.2 Electronic/computerized metersAs far as is practicable, allelectronic/computerized meters in a region which have a similar function should beoperated in the same way so that drivers can become familiar with them. The followingdescribes some of the various forms of electronic/computerized parking meters which arecurrently in use:

(a) Electronic parking meters These are conventional parking meters with electronicmechanisms. Their advantages over the mechanical type are as follows:

(i) Rates are easily altered on-street.

(ii) Audit information can be stored in each meter.

(iii) The need for winding is eliminated.

(iv) The number of moving parts is substantially reduced.

(v) Tokens can be accepted.

(b) Centralized parking metersThese meters have a display which allows severalnumbered spaces to be monitored. The driver must select the appropriate spacewhen paying. One meter can cater for several spaces ranging from two to about 20.The meters offer the following:

(i) Audit facilities.

(ii) Reduced maintenance costs.

(iii) Better cash security.

(iv) Reduced cash collection costs.

(v) Availability of card readers as an option.

(vi) Option of fitting communication facilities for remote fault reporting andinterrogation of statistical information about parking patterns.

(c) Parking ticket machines These machines print a ticket which is displayed in theparked vehicle to show the time of expiry. On-street machines usually controlbetween 10 and 20 parking spaces each, the greater number in angle parkinglocations. These machines offer the following:

(i) Complete auditing of cash received.

(ii) Use of the ticket by drivers as a receipt.

(iii) Pre-programming of rate and time changes.

(iv) Cash security.

(v) Availability of card readers as an option.

(vi) Option of fitting communication facilities for remote fault reporting andcollection of statistical information about parking patterns.

5.5.4 Coupon parking Coupon parking involves prepayment for coupons (of differentmonetary values, and usually colour-coded) and requiring one or more to be displayed inthe vehicle depending on the cost of time bought. Before display, coupons require thedriver to perforate or scratch relevant information such as year, month, date and time ofarrival.

As coupon parking does not involve any meters, large savings in installation andmaintenance costs can be made by parking authorities and a better and safer streetscape isavailable for pedestrians on footpaths.

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The scheme can involve high administration costs in the distribution of coupons and salescommission to proprietary companies. In addition, where fee payment parking exists or isintroduced in adjoining councils, complications will arise in disbursement of moneysobtained from the sale if a single system is used. Alternatively, if a different system ofcoupon parking is used in each council area, different coupon formats will be required,and arrangements will have to be made to inform users of the different systems, bysignposting or other means.

5.6 AREA PARKING CONTROL

5.6.1 General description Area parking control is used to provide a uniform parkingcontrol over a large area. Whereas the parking control signs mentioned in Clause 5.2control a single line of stopping or parking, area parking control operates using an entryand exit signing system which defines the boundary of the controlled area.

When used appropriately, area parking controls offer the advantages of reduced totalsigning costs and improved amenity, compared with the exclusive use of parking controlsigns.

The types of areas most suitable for such application are—

(a) large areas encompassing a network of streets over which the same generalrestrictions are to apply;

(b) off-street carparks and other areas where positioning of parking control signs maybe difficult; and

(c) extended lengths of individual streets.

5.6.2 Types of parking control Three types of parking control areas are used:

(a) Parking areas In these areas, a single blanket time-limit parking restriction (e.g.2-hour parking) will be imposed, either full- or part-time as indicated on areacontrol signs.

(b) No stopping areas In these areas there is a blanket restriction on stoppingthroughout.

(c) No parking areas In these areas there is a blanket restriction on parkingthroughout.

The signs required at the entry and exit to an area parking scheme, and the signs requiredwithin the scheme are specified in AS 1742.11.

Any exceptions to these blanket restrictions which may be required at a particularlocation, e.g. a location at which some time-limit parking is allowed within an otherwiseblanket no-stopping area, are effected by means of conventional kerbside parking controlsigns. Regulatory no-stopping restrictions, e.g. in the vicinity of intersections orpedestrian crossings, will remain in force within parking areas, and will also be indicatedby means of conventional parking control signs.

5.7 RESIDENT PERMIT PARKING Where off-street parking for residents is limitedand parking demand in residential streets by non-residents is excessive, permit systemswhich allow residents to park their vehicles near their homes for periods longer than theduration indicated on the parking signs, may be introduced. Permit schemes should be soarranged that parking for visitors and other non-residents is restricted in duration to suchan extent that there will usually be enough unoccupied spaces for residents, whilst at thesame time keeping inconvenience to visitors and others with legitimate business in theresidential area, to a minimum. The schemes are normally administered by the issue ofwindow labels to nominated vehicles.

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29 AS 2890.5 — 1993

The system described above is preferable in most cases to the establishment of permitzones, as such zones would then exclude visitors and others with legitimate business inthe residential area from parking, even for short terms. Permit zones should be consideredas a last resort where parking by non-residents cannot otherwise be adequately controlled.

5.8 OTHER PARKING CONTROLS The demand for other types of parkingrestriction depends on types of adjacent activities to which people wish to gain access byvehicle. Temporary signing may be necessary at works zones to allow constructionvehicles to deliver materials and goods to building construction sites where deliveries off-street are not practicable. Other special requirements may be provided for by using no-stopping or no-parking signs with appropriate exceptions. Each case should be consideredon its merits, but the number of special provisions should be kept to a minimum to avoidconfusion to motorists or the expectation that special exceptions are easy to obtain.

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Documents

AS 2890.5