COP Vehicles Parking Provision

2011 Edition Development & Building Control Division

CODE OF PRACTICE

VEHICLE PARKING PROVISIONin DEVELOPMENT PROPOSALS

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

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.


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.


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 of developments exempted from deficiency charge

74

Appendix C

Samples of Computation for Parking Requirement

75

Appendix D

Map showing the Central Area for the rates of deficiency charge

78

Appendix E

Types of developments exempted from obtaining vehicle parking clearance

79


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

means the Land Transport Authority (LTA)

Competent Authority

means the Competent Authority appointed under the Planning Act

Qualified Person

means a person who is registered either as: a) an architect under the Architects Act; or b) a professional engineer under the

Professional Engineers Act


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 non-residential 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.


Conserved Portion

Service road

Rear ExtensionConserved Portion

Service road

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.


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

Angle

d P

ark

ing

Para

llel Park

ing

4800 2400

Parking Aisle /

Driveway

5400

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.


4800

2400 2400 2400 24003000 2700

Parking Aisle

2800A B C

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

Parallel Parking

2400

Parking Aisle

5400 7200

Cannot reverse into lot

Fig 2.4: Parking stall that cannot be parked by reversing


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:

1-way Traffic Flow 2-way Traffic Flow Parking

Angle Bays on 1 side

Bays on 2 sides

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

3600

Bay on 1-side

1-way traffic flow

3600

Bays on 2-side

1-way traffic flow

6000

2-way traffic flow

3600

Bay on 1-side

1-way traffic flow

3600

Bay on 1-side

1-way traffic flow

3600

Bays on 2-side

1-way traffic flow

3600

Bays on 2-side

1-way traffic flow

6000

2-way traffic flow

6000

2-way traffic flow

Fig 2.5 Parallel Parking Aisle


30°

3600

Bay on 1-side

1-way traffic flow

30° 30°

4200

Bays on 2-side

1-way traffic flow

30°

30°

6300

2-way traffic flow

30°

3600

Bay on 1-side

1-way traffic flow

30° 30°

4200

Bays on 2-side

1-way traffic flow

30°

30°

6300

2-way traffic flow

30°

3600

Bay on 1-side

1-way traffic flow

30°

3600

Bay on 1-side

1-way traffic flow

30° 30°

4200

Bays on 2-side

1-way traffic flow

30° 30°30°

4200

Bays on 2-side

1-way traffic flow

30°

30°

6300

2-way traffic flow

30°

30°

6300

2-way traffic flow

Fig 2.6 30°-Angled Parking Aisle

45°

4200

45° 45°

4800

45°

45°

6300

Bay on 1-side

1-way traffic flow

Bay on 2-side

1-way traffic flow 2-way traffic flow

45°

4200

45° 45°

4800

45°

45°

6300

Bay on 1-side

1-way traffic flow

Bay on 2-side


45°45°

4200

45°45° 45°

4800

45°

45°

6300

45°45°

45°

6300

Bay on 1-side

1-way traffic flow

Bay on 2-side




60°

4800 4800

Bay on 1-side

1-way traffic flow

Bay on 2-side


60° 60°60°

60°

6600

60°

4800 4800

Bay on 1-side

1-way traffic flow

Bay on 2-side


60° 60°60°

60°

6600


6000 6000 6600

Bay on 1-side

1-way traffic flow

Bay on 2-side


6000 6000 6600

Bay on 1-side

1-way traffic flow

Bay on 2-side



Parking AisleParking 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).


Single-lane Multi-lanes Width of straight clearway ramp and accessway

3600mm 3000mm per lane

Width of inside lane of curved clearway ramp and accessway


Width of outside lane of curved clearway ramp and accessway


Inside radius of curved clearway ramp and accessway

4500mm

Gradient of clearway ramp and accessway

1:10 (10%) Preferred 1:8.3 (12%) Maximum

PARKING STALLS

AccesswayClearway

Accessway

Inside radiusMin 4.5m

Straight

Clearw

ay ra

mp

Gradie

nt 1:1

0

Acc

essw

ay

Stra

ight

PARKING STALLS

AccesswayClearway

Accessway


Straight

Clearw

ay ra

mp

Gradie

nt 1:1

0

Acc

essw

ay

Stra

ight

PARKING STALLS

AccesswayClearway

Accessway


Straight

Clearw

ay ra

mp

Gradie

nt 1:1

0

Acc

essw

ay

Stra

ight

Fig 2.11 Example of clearway ramp and accessway


3600mm 3000mm3000mm

Single-lane

Multi-lane

Note:1) More than one Lane is considered Multi- Lane2) Number of Lane does not depend on the direction of traffic flow and has no physical divider.

3600mm 3000mm3000mm

Single-lane

Multi-lane


3600mm 3000mm3000mm

Single-lane

Multi-lane


Fig 2.12 Example of straight, single & multi-lanes

Fig 2.13 Example of a single, straight lane

Minimum 3600mm


Min. 3000 per lane(multi-lane on straight,)

no physical divider

Min. 3000 per lane(multi-lane on straight,)

no physical divider

Fig 2.14 Example of a straight, multi-lane

Min.4.5 M

4200

4200

Min.4.5 M

4200 DIVIDER

is considered as Multi Lane and It doesn't dependMore than one Lane without physical separation

on direction of traffic flow

NOTE:

Inside Single - Lane

Insi

de Ou

tsid

e

Insi

de

Single lane Single lane

Fig 2.15: Example of curved, single & multi-lanes

Fig 2.16 Example of a single, curved lane

Minimum 4200


Divider

4200

4200

Insi

deO

utsi

de Divider

4200

4200

Insi

deO

utsi

de

R 4.5mR 4.5m

Divider

4200

4200

Insi

deO

utsi

de Divider

4200

4200

Insi

deO

utsi

de

R 4.5mR 4.5m

Divider

4200

4200

Insi

deO

utsi

de Divider

4200

4200

Insi

deO

utsi

de

R 4.5mR 4.5m

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

3300

R 4.5m

3300 3300 3600

Out

side

Insi

de

Divider

3300

R 4.5m

3300 3300 3600

Out

side

Insi

de

Divider

Note:

More than 1-lane is considered multi-lane.

No. of lane does not depend on traffic flow direction

3300

R 4.5m

3300 3300 3600

Out

side

Insi

de

Divider

3300

R 4.5m

3300 3300 3600

Out

side

Insi

de

Divider

3300

R 4.5m

3300 3300 3600

Out

side

Insi

de

Divider

3300

R 4.5m

3300 3300 3600

Out

side

Insi

de

Divider

3300

R 4.5m

3300 3300 3600

Out

side

Insi

de

Divider

3300

R 4.5m

3300 3300 3600

Out

side

Insi

de

Divider

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

R 4.5m

4200 4200 4200

Out

side

Insi

de

Divider

R 4.5m

4200 3300 3600

Out

side

Insi

de

Divider

Note:

More than 1-lane without physical separation is considered multi-lane and it does not depend on traffic flow direction

R 4.5m

4200 4200 4200

Out

side

Insi

de

Divider

R 4.5m

4200 3300 3600

Out

side

Insi

de

Divider

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


Inner

No Divider

R 4.5m

3300 3600Outer

Inner

Divider

R 4.5m

4200 4200Outer

Inner

No Divider

R 4.5m

3300 3600OuterInner

No Divider

R 4.5m

3300 3600Outer

Inner

Divider

R 4.5m

4200 4200OuterInner

Divider

R 4.5m

4200 4200Outer

Fig 2.20 Example of U-turns

Min. 4200 Min. 4200 Min. 4500 (Single, outer lane) (Single, inner lane) (Inner radius

of curve)

wall/kerb divider

Fig 2.21 Example of single, curved lanes


Min. 4200 (Single curved lane)

Min. 4200 (Single, inner

curved lane)

Min.4500 (inner radius of curve)

Separated by wall

Min. 4200 (Single curved lane)

Min. 4200 (Single, inner

curved lane)

Min.4500 (inner radius of curve)

Separated by wall

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.

3.6m

A

dequ

ate

trans

ition

1:10 ramp at centre of path

3.6m Adequate transition

Transition starts from here

R 4.5m

3.6m

A

dequ

ate

trans

ition

1:10 ramp at centre of path

3.6m Adequate transition

Transition starts from here

R 4.5m

Fig 2.23 Transition at the start & end of a ramp


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%).

INSIDE RADIUS Min. 4.5

PARKING S SS S

ADJACENT PARKING RAMPS

Ramp gradient:1:25 (preferred)

1:20 (max)


PARKING S SS S



1:20 (max)


PARKING S SS S



1:20 (max)

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.

beam

2200

mm

beam

2200

mm

beam

2200

mm

Fig 2.25 Minimum headroom clearance


Minimum2200Minimum2200

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 vehicles of length < 7.5m

Rigid-framed vehicles of length > 7.5m

Articulated vehicles (eg. prime movers, 20',40' & 45' trailers)

a) Parking stall: - Parallel parking - Angled parking

9.3m x 3.0m 7.5m x 3.0m

14.0m x 3.3m 12.0m x 3.3m

19.0m x 3.3m 14.0m x 3.3m

b) Width of parking aisle: - Parallel parking - 300-parking - 450-parking - 600-parking - 900-parking

1-Way flow

3.6m 3.6m 5.0m 6.5m 9.0m

2-Way flow

7.4m 7.4m 7.4m 7.4m 9.0m

1-Way flow 4.5m 4.5m 5.5m 7.0m 11.0m

2-Way flow 7.4m 7.4m 7.4m 7.4m 11.0m

1-Way flow 4.5m 7.0m 9.5m 11.0m 12.0m

2-Way flow 7.4m 7.4m 9.5m 11.0m 12.0m

c) Width of Accessway

-On Straight

- On Curve

1-way traffic flow: 4.5m; 2-way traffic flow: 7.4m 5.5m per lane

1-way traffic flow: 4.5m 2-way traffic flow:7.4m 7.5m per lane

1-way traffic flow: 4.5m 2-way traffic flow: 7.4m 9.0m per lane (6.0m for 20' trailer)

d) Inside turning radius of curve

6.0m 6.0m 6.0m

e) Maximum gradient of ramp: - Straight ramp - Curved ramp

1:12 1:15

1:12 1:15

1:15 1:20

f) Headroom clearance

4.2m 4.2m (exclude double -decker)

4.5m (4.75m at ramps)


Headroom=4500 (on flat ground)

Headroom = 4750 (on ramp)

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.


2500

1000

1000

Parking aisle

2500

1000

1000

Parking aisle

2500

1000

1000

Parking aisle

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. Lateral Displacement Systems; and b. 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 with mechanised parking system, any deficiency charges previously paid would not be refundable. Some examples of mechanised parking systems are given in Figures 3.1 to 3.4.


Fig 3.1 Lateral displacement system

Fig 3.2 Stack-type vertical system

Fig 3.3 Puzzle-type vertical system


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 (sideways)

3.0m

Min. manoeuvring space (lengthways)

7.2m

Min. clear driveway width (after installation)

- 1-way traffic - 2-way traffic

3.6m 6.0m

Table 3.1 Requirements for lateral parking system

5.4 m7.2 m

3.6 m5.4 m7.2 m

3.6 m

Fig 3.5 Critical dimensions for lateral parking system


3.0 m

6.0 m

3.0 m

6.0 m

Fig 3.6 Critical dimensions for lateral parking system 3.2.2 Requirements for vertical displacement

systems Platform size 5.4m long x

2.4m wide Holding bay At entrance

and exit Height limit 2.2m clear

Table 3.2 Requirements for vertical parking system


2.2

m

5.4 m

2.2

m

5.4 m

Fig 3.7 Critical dimensions for vertical parking system

2.4 m

Without obstruction on

both sides2.2

m

2.4 m


both sides2.2

m

2.4 m


both sides2.2

m

Fig 3.8 Critical dimensions for vertical parking system


3.2.3 Holding bay and queuing spaces a. A holding bay is required for systems that

require vehicles to enter or exit from a closed chamber.

b. At the ingress, queuing spaces shall be

provided. The queue length shall be sufficient to hold 5% of the total number of parking spaces served by the mechanised system.

c. Clearway access ramp up to the parking lot may

be treated as a queuing space.

d. Entire queuing space should be within the premises of the development. If the queuing spaces are permitted to spill-over on to a public service road, it shall be limited to the frontage of the property only.


Fig 3.9 Example of queue space within development boundary

Fig 3.10 Example of queue space within service road


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

wide Height limit 2.2m clear Minimum speed 30m/min Minimum discharge capacity

30 cars/hr

Holding bay At entrance and exit

Queuing spaces 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

car-lifts should not exceed 200. c. Minimum of 2 lifts

3.3.3 Queuing spaces and Holding bays

a. At the ingress, minimum queuing length should

be 15% of the parking spaces proposed. b. Entire queuing space should be within the

premises of the development. If the queuing spaces are permitted to spill-over on to a public


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.

_______________________________________________________________________________________ Code of Practice for Vehicle Parking Provision in Developments -2010 Edition

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.


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.


Provide splay for better visibility

walkway walkway


walkway walkway

Fig 4.2 Improve visibility at car-park exit

Car ParkLots


Car ParkLots


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

3000mm

Parking aisle

Endlot

3000mm

Parking aisle

Endlot

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.

Car not positioned within parking lot

Impossible to park a car at this end-lot

Car not positioned within parking lot

Impossible to park a car at this end-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.


300mm allowance

2700

mm

2700mm

300mm allowance

2700

mm

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.

7200mm5400mm 7200mm5400mm

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 demarcationSolid line demarcation Dashed line demarcationSolid 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:


- 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


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

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.

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

Table 5.1 Attachment Forms [Refer to Note (ii)]

Sn

Type of Submission Application Form LTA-DBC _VEHICLE PARKING.xfd [Refer to Note (i)]

Proposal plans for parking Provision

Copy of Approval/ Written Permission from URA

LTA-VP-ATT1-GFA

LTA-VP-ATT2-COMPR

LTA-VP-ATT3-SPACES

LTA-VP-ATT5-SCHMW

LTA-VP-ATT6-LOU

Processing Fees

[Refer to Note (iii)]

Remarks

1 Pre-consultation - for in-principle

approval - queries on parking

provision

Select item Application

Type 1

Other related documents, if applicable

2 Application for approval for Approval of Proposal and Plans for Provision of Parking Places and Parking Spaces


Type 2

[Refer to

Note (iii-a)]


3 Lodgement for Approval of Proposal and Plans for Provision of Parking Places and Parking Spaces


Type 3

[Refer to

Note (iii-a)]


4 Application for CSC Clearance

Select item Application Type 4

With

photos of open

surface parking spaces

As-built

plans



5 Apply for waiver/ modification of Requirements

Select item Application Type 5

[Refer to

Note (iii-b)]

Other related documents /photos

6 General Correspondence (General Enquiry)


Type 6

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.

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

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

Flats, non-flats, Service Apartments and home-office

2.0 Commercial

(a) Offices

(b) Shops and departmental store (retail use)

(c) Restaurants, nightclub, coffeehouse, bar, cafeteria, eating house and canteen.

1 car space per 1 residential unit. Zone 1: 1 car space per 450 sq.m. Zone 2: 1 car space per 250 sq.m. Zone 3: 1 car space per 200 sq.m. All Zones: 1 loading/unloading space per 10,000

sq.m (Up to 50,000 sq.m.) Zone 1: 1 car space per 400 sq.m. Zone 2: 1 car space per 200 sq.m. Zone 3: 1 car space per 150 sq.m. All Zones: 1 loading/unloading space per 4,000 sq.m For 1st 150 sq.m:- All Zones: 1 car space per 150 sq.m After 1st 150 sq.m:- Zone 1 & 2: 1 car space per 60 sq.m Zone 3: 1 car space per 50 sq.m


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

(d) Hotels and

residential clubs (include restaurants, nightclubs, coffee houses, bars, cafeteria, function/ convention rooms and administration and supporting areas of the hotel)

Zone 1 & 2: 1 car space per 250 sq.m Zone 3: 1 car space per 200 sq.m All zones: 1 loading/unloading space per 8,000 sq.m.

For hotel, 1 coach space per 90 guest rooms

3.0 Cinema, theatre and concert hall

Zone 1 & 2: 1 car space per 12 seats Zone 3: 1 car space per 10 seats

4.0 Warehouse/Godown

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

5.0 Factory (a) Factory includes office, up to 25% of total floor area, canteen and ancillary storage

(i) Flatted Type (multi-user)

1 car space per 350 sq.m 1 lorry/loading & unloading space per 3,000 sq.m.



(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)

(b) Office (in excess 25% of total floor area)

1 car space per 600 sq.m (subject to minimum 1 car space per factory) 1 lorry/loading & unloading space per 1,500 sq.m. ( up to 13,500 sq.m) 1 car space per 200 sq.m

6.0 Educational Institution

(a) Crèches, Nurseries and Kindergartens

1 car space per 200 m2

(b) Primary Schools (include foreign schools and special education schools)

1 car space per 3 classrooms Plus 20% of standard requirement Plus 4 mini buses

Classrooms exclude ECA rooms. Ancillary facilities such as assembly hall, canteen, sports and recreational facilities, etc are also excluded



(c) Secondary Schools

For Classrooms: 1 car space per 2 classrooms For Workshops/ Laboratories: 1 car space per 300 m2 Plus 20% of standard requirement Plus 4 mini buses

Classrooms exclude ECA rooms, tutorial rooms and science labs. 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 Institutions

1 car park per 30 day-time staff and student population OR 1 car park per 20 night-time staff and student populationTaking whichever is greater

(f) Polytechnics & Universities

1 car park per 20 staff and student population 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

– 1 car park per 200 m2

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



(based on unit or gross floor area) 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

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

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

(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 & Crematorium

1 hearse and 10 car parks 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)



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 gymnasium, indoor courts, etc – 1 car park per 300m2

Parking requirement for other uses not specified should be considered on merit.

Indoor games rooms, clubrooms, health clubs and related uses – 1 car park per 150 m2 (Gross)

Parking requirement for outdoor facilities to be provided in accordance with the specified uses.

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 Courts, Sepak Takraw

1 car park per court

(c) Soccer / Basketball

4 cars park per field/court

(d) Bowling Alley

1 car park per lane

(e) Swimming Pool 1 car park per 40 m2 (Nett) of pool area

Wading pool/children’s pool need not be considered.



(f) Ice / Roller Skating Rink

1 car park per 50 m2 (Nett) of skating area

(g) Golf Range 1 car park per Tee

10.0 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 – 1 car park per 4 beds Beyond 500 beds – 1 car park per 5 beds

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

11.0 Retirement Housing

1 car space per 200 m2

Ancillary facilities for exclusive use of residents are excluded.

12.0 Eating house within Industrial Estate

For the 1st 150 m2

-1 car park per 150 m2 After 1st 150 m2 -1 car park per 50 m2



(based on unit or gross floor area) 13.0 Marina/Boat Sheds (a) Where small

vessels can be carried to land for storage

1 car space per 2 boats

(b) Where large vessels are too heavy to be removed from water

1 car park per boat

14.0 Electrical Sub-station and related use

1 car park per 400 m2 (for first 2000 m2) 1 car park per 700 m2

(exceeding 2000 m2)

Where it is unmanned, parking provision is not required so long as there is a driveway within the site to accommodate service vehicle

15.0 Fire Station (a) Offices /

dormitories / Recreation

1 car park per 200 m2

(Gross)

(b) Squash/Tennis Courts

1 car park per court



(based on unit or gross floor area) 16.0 Convention /

exhibition 1 car park per 50 m2

(Gross)

17.0 Public Park

12.7 car park per hectare

18.0 Nursery For covered areas (offices, parking areas etc): -1 parking space per

200 m2 (Gross) For open areas : -1 parking space per 650 m2 (Gross)

Subject to a minimum provision of 3 parking spaces (1 space for the operator and 2 spaces for visitors). For sites located within HDB developments where public 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

1 car space per 650 sq.m

20.0 Tourist Attraction Developments

1 coach space per 100 tourists per day Car parking to be evaluated separately

Applicant to submit relevant information: Eg : Daily expected number of

tourists and local visitors - Breakdown of floor area by

use of development - any other information



(based on unit or gross floor area) 21.0

Off-course betting centre

1 car space per 10 seats

22.0

Petroleum, petrochemical, chemical and related industries on Jurong Island

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

23.0

White Sites (a) Non-residential

use (b) Residential

1 car space per 425 sqm. 1 loading/unloading space per 7,000sq.m (up to 1st 50,000 sq.m) 1 loading / unloading space per 15,000sq.m. (after 1st exceeding 50,000 sq.m) -refer to 'Residential' use category

24.0

Boarding Houses and hostels a) Administration areas and offices

b) Function rooms and exhibition areas

c) Residential rooms

1 car space per 200 sq.m 1 car space per 50 sq.m 1 car space per 700 sq.m [The minimum number of car spaces to be provided is (a)+ (b) or (c) whichever is greater)



(based on unit or gross floor area) 25.0

E-business Type 1 & Type 2

Refer to ‘Office’ use category

26.0

Industrial / Business White

Refer to ‘Factory’ use category

27.0 Showflat

1 car space per 50 sq m

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) Number of L/U

Spaces Required Use

GFA (m2) Parking Standard Computed Required Computed Required

Shops 2,010.89 Zone 3 1 car space/150 sq.m 1 L/U/4,000 sq.m

10.7 to 13.4

11 to 13

0.5

1

Office 759.50 Zone 3: 1 car space/200 sq.m 1 L/U /10,000 sq.m (upto 50,000 sqm)

3.0 to 3.79

3 to 4 0.07

0

Rest-aurant

425.90

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

1.00 ) ) 5.50 ) 6.5

5 to 7

Total

19 to 24

1

L/U = Loading/unloading bays


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

+ Number of car spaces required

Usage

Gross Floor area in sq.m

Car Parking Standard Comput

ed Required

Original Use

Shop

268.80

1 car space /150 sq.m (Zone 3)

1.79

2

(a) Requirement of the existing original use 2 Proposed Use

Eating House

268.80 1 car space /150 sq.m (for 1st 150 sq m)1 car space/50 sq.m (after 1st 150 sq m)

1.0 (+ 2.37 3.37 (2.69 to 3.37)

3

(b) Requirement of the new use

3

Additional Requirement for the Change of use

(b) – (a) 3-2 = 1


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

Number of car spaces required

Usage

Gross Floor area in sq.m

Car Parking Standard Computed Required

Proposed development (Whole Development)

Eating

158.90

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

(after 1st 150 sq m)

0.9 to 1.17

1

Office

355.00 Zone 2: 1 car space/250 sq.m

1.13 to1.42

1

(a) Requirement of the whole development 2 Conserved portion

Eating 68.80 1 car space/150 sq.m (for 1st 150 sq m)1 car space/50 sq.m (after 1st 150 sq m)

0.45

0

Office

132.50 Zone 2: 1 car space/250 sq.m

0.53 1

(b) Requirement of the Conserved Portion 1 (c) Requirement of the Rear Extension (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.

Documents

COP Vehicles Parking Provision