COP Vehicles Parking Provision

CODE OF PRACTICE
in DEVELOPMENT PROPOSALS
VEHICLE PARKING PROVISION
2011 Edition
Development & Building Control Division
FOR VEHICLE PARKING PROVISION IN DEVELOPMENTS (2011)
CODE OF PRACTICE
Purpose
This Code of Practice (COP) outlines the requirements of the Parking Places (Provision of Parking Places and Parking Spaces) Rules (the Rules) for the provision of parking places and spaces. It also cites examples of good practices in the industry. Diagrams, sketches and photographs are used to illustrate some of the parking requirements and practices.
The Rules stipulates the following: a) The minimum number of parking spaces to be provided for various uses; and b) The minimum dimensions of such parking spaces, circulation aisle, access ramps and other details on the arrangement of the parking place and spaces. c) The conditions, including payment of money, under which the Land Transport Authority (LTA) may grant a waiver on the parking provision. In using the information in this COP, users should always make reference to the Rules. The Authority reserves the right to impose conditions on individual development proposal not covered in the COP, on a case-by-case basis.
_______________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition
Forward to Users
There are two key considerations a Qualified Person (QP) must take when designing a parking place. The first is the parking space requirement and the second is the layout of the parking place. The first principle encapsulates the policy of self-sufficiency in parking supply. Each development must provide adequate parking spaces to meet its own parking demand. However, the Rules stipulate a minimum provision standard to provide developments the flexibility of providing additional parking spaces if the need is established. QPs must balance the often conflicting requirements for the different uses in the building space in order to both serve the primary economic activities of the development and meet the parking needs of occupiers, tenants and customers. The second principle ensures the provision of a safe and functional motorists.
parking place layout to facilitate smooth and convenient passage for 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 Chapter 2: Chapter 3: Chapter 4: Chapter 5: Provision of Parking Spaces Parking Layout Dimensions Mechanised Parking Systems Good Practices Plan Submission Procedure 7 13 31 43 58
Appendix A Appendix B
Parking provision standards Types of developments exempted from
64 74
deficiency charge Samples of
Appendix C
Requirement
Computation
for
Parking
75
Appendix D
Map showing the Central Area for the rates of deficiency charge Types of
78
Appendix E
developments
exempted
from
79
obtaining vehicle parking clearance
Definitions
Unless otherwise stated, the definition of the following terms is as follows. Authority Competent Authority means the Land Transport Authority (LTA) 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) flexibility to provide more parking spaces if they so desire.
Rules stipulate the minimum parking provision to give developers the 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 provided is left to individual developers to determine. Developers have uses are given in Appendix A. The actual number of parking lots
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 LTAs website.
1.3
Range-Based Car Parking Standard (RCPS)
The Rules permit a range-based car parking provision for nonresidential developments island-wide and residential developments in Zones 1 and 2. Under this standard, developers can provide up to 20% less car park lots than the prevailing standard. This will enable developers to better match the parking provision with their assessment of demand based on operational and business considerations. This allowance is not applicable to lorry, loading/unloading bays and coach parking requirements and public housing developments. The prevailing minimum car parking standard is designated as the Car Parking Standard (CPS). Under the RCPS, developers will have the flexibility to provide car park spaces at the CPS for the particular land use, or to reduce the parking provision by up to 20% below the CPS. Residential developments that provide car parking spaces lesser than the number of dwelling units will have to inform buyers of the parking situation upfront in the Option to Purchase and Sales & Purchase be obtained from the owners of the units. Agreement. For existing buildings and those that are sold, consent must
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 BCAs Code on Accessibility in the Built Environment (Accessibility Code). They shall be over and above the LTAs minimum parking requirements. Use of mechanised parking system to create more storage space for cars and car lifts to replace the conventional ramps are allowed. Guidelines for provision of mechanised parking system and car lifts are given in Chapter 3 of this COP.
1.5
Motor-Cycle Parking
To prevent indiscriminate parking of motor-cycles at the nearby
pavements and carriageways, developers are encouraged to provide motor-cycle parking lots within their developments. They may also allow delivery motor-cyclists to park at their loading/unloading bays to facilitate delivery by these motor-cyclists.
1.6
Computation for the Number of Parking Spaces Required
The parking provision standards in Appendix A should be used to calculate the minimum number of parking spaces to provide. The calculation for the number of parking spaces required is to be rounded to the nearest integer. It is important to note that the rounding off is done for each use before adding up to obtain the total requirement for the development. Common areas shared by two or more uses, are computed together with main use of the development. Refer to sample computation of parking requirement in Appendix C.
For Additions/Alterations and/or Extension proposals where the floor area information of the existing development is not available, the computation for additional parking requirement will be based on the increase in floor area of the proposal. For Change of Use proposal, the difference in parking requirements of the proposed use and the existing approved use of the development gives the additional number of parking spaces to be provided. Please refer to sample car parking computation for a change of use proposal in
Appendix C.
Fully restored development in a gazetted conservation area is exempted from parking provision if the development is conserved according to URA conservation requirements. Clearance for parking provision from LTA is not required for a full conservation building. However, new developments in conservation areas are required to comply with the parking provision for the whole development within the site. For conserved buildings with rear or side extension that comply with URA conservation requirements, the conserved portion of the building is exempted from parking provision. However, the extension is subject to normal parking requirements. A sample computation of the car parking requirement for a conserved building with rear extension is illustrated in Appendix C.
Service road Conserved Portion Rear Extension
Fig 1.1 Conserved building with rear extension
1.7
Deficiency Charge For Waiver On Parking Provision
Present Parking Standards stipulate minimum parking requirements. All effort must be made to comply with these requirements within the development site. LTA will only waive provision for the number of deficient parking spaces if it is satisfied that it is technically and physically impossible to make full parking provision. There should also be permanent public car parks in the vicinity to support the deficiency. If a QP is unable to provide the required number of parking spaces in a development, he is required to justify that it is technically not possible to provide the deficient parking spaces, and that the deficiency would not result in illegal/indiscriminate parking causing amenity problems. Application to LTA for waiver on the provision should be made prior to submission of the proposed development to the Competent Authority for approval. Please refer to Chapter 5 for submission procedure for application for waiver/modification on the parking provision.
Unless exempted under the Rules (see Appendix B for the types of developments exempted), deficiency charge is imposed for the deficient number of parking spaces waived by LTA.
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 Central Area Rate of Deficiency Charge $32,000 per deficient car parking space
Outside Central Area
$16,000 per deficient car parking space $40,000 per deficient lorry, loading/ unloading or coach space
Whole Island
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 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 parking place QPs must ensure that all the dimensions are met. Where
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: Stall length: Stall length for parallel parking: encumbrances.
2400mm 4800mm 5400mm
The area of each stall shall be flat and free from kerbs and other
2400
5400
Angled Parking
4800
Parking Aisle / Driveway
2400
Fig 2.1: Minimum Dimensions of Car Parking Stalls
Where there is an object or obstruction, adjacent to a stall, located within the middle 2800mm of the parking length, the parking stall shall be widened. If the obstruction is on one side, the minimum stall width shall be 2700mm. If the obstruction is on both sides, then the minimum stall width shall be 3000mm. Any large element above 175mm such as columns, walls or ducts constitutes an obstruction.
Parallel Parking
Parking Aisle
2400 2400 2400 4800
3000
2700 2400
Obstruction Free Zone (middle 2800mm) Obstruction (column)
Fig 2.3: Parking stalls with adjacent obstructions
Stall A: without any obstruction within Obstruction Free Zone Stall B: with obstruction on both sides Stall C: with obstruction on one side For parallel parking, where cars cannot be parked by reversing or where there are obstructions at its ends, minimum stall length shall be 7200mm.
Angled Parking
Parking Aisle Cannot reverse into lot 5400 2400 Parallel Parking 7200
Fig 2.4: Parking stall that cannot be parked by reversing

2800
2.1.2 Minimum Width of Parking Aisle A parking aisle refers to an access lane or driveway with adjacent parking stalls. Parking angle is the angle measured between the longer side of the parking stall and the line of traffic flow of the aisle. Traffic Flow refers to the direction of vehicle movement. The minimum width of parking aisle shall be as follows: Parking Angle Parallel 30 45 60 90 1-way Traffic Flow Bays on 1 side 3600mm 3600mm 4200mm 4800mm 6000mm Bays on 2 sides 3600mm 4200mm 4800mm 4800mm 6000mm 2-way Traffic Flow Bays on 1 or 2 sides 6000mm 6300mm 6300mm 6600mm 6600mm
6000 3600 3600
Bay on 1-side 1-way traffic flow
Bays on 2-side 1-way traffic flow 2-way traffic flow
Fig 2.5 Parallel Parking Aisle

30
30
30 30 30
3600
4200 6300
Bays on 2-side 1-way traffic flow 2-way traffic flow
Fig 2.6 30-Angled Parking Aisle
45 45 45 45 45
4200
4800 6300
Bay on 2-side 1-way traffic flow 2-way traffic flow
60
60
60 60 60
4800
4800
6600
6000
6000
6600
Parking Aisle
Fig 2.10 Typical parking aisle
2.1.3 Minimum dimensions of Clearway Ramps and Accessways Clearway ramps are inclined floors that provide access between two levels. Clearway ramps do not have parking stalls adjacent to them. Accessway refers to a driveway that provides access to the parking place. Acessways do not have adjacent parking stalls. Single-lane is a lane where only one vehicle can pass through at any given time. Multi-lane is where more than one vehicle can pass through at any given time and there is no physical separation/divider between the lanes. Divider may be in the form of kerbs, railings, parapet and walls. Inside lane of curve is to the innermost lane, nearest to the centre point of curve. Outside lane of curve refers to any lane positioned after the innermost lane. Inside radius of lane of curved accessway and driveway is the distance measured from the inside curve edge to the centre point of the curve. Maximum gradient is the steepest gradient of ramp measured along the centre line of the ramp. Gradient refers to the ratio of the inclination of the ramp (height:length).
Single-lane Width of straight clearway ramp and accessway Width of inside lane of curved clearway ramp and accessway Width of outside lane of curved clearway ramp and accessway Inside radius of curved clearway ramp and accessway Gradient of clearway ramp and accessway 4500mm 4200mm 4200mm 3600mm
Multi-lanes 3000mm per lane 3600mm per lane 3300mm per lane
1:10 (10%) Preferred
1:8.3 (12%) Maximum
Clearway Accessway
C Gr lear ad wa ien y r t 1 am :1 p 0
Accessway
Straight Inside radius Min 4.5m Straight
PARKING STALLS
Fig 2.11
Accessway
Example of clearway ramp and accessway
3600mm
3000mm
3000mm
Singlelane
Multi-lane
Note: 1) More than one Lane is considered Multi- Lane 2) Number of Lane does not depend on the direction of traffic flow and has no physical divider.
Fig 2.12 Example of straight, single & multi-lanes
Minimum 3600mm
Fig 2.13 Example of a single, straight lane
Min. 3000 per lane (multi-lane on straight,) no physical divider
Fig 2.14 Example of a straight, multi-lane

DIVIDER
4200 4200 Inside Outside Min. 4.5 M
Single lane Single lane
Min. 4.5 M
NOTE: More than one Lane without physical separation is considered as Multi Lane and It doesn't depend on direction of traffic flow Inside Single - Lane
Fig 2.15: Example of curved, single & multi-lanes
Minimum 4200
Fig 2.16 Example of a single, curved lane

4200 Inside
4200
R 4.5m
4200
R 4.5m
Fig 2.17 Example of curved, single-lane separated by physical divider
Outside
Inside
R 4.5m
3300 3300 3300 3600 3300 3300 3300 3600
R 4.5m
Note: More than 1-lane is considered multi-lane. No. of lane does not depend on traffic flow direction
Fig 2.18 Example of curved, multi-lane separated by physical divider
Divider
Outside
Divider
Outside
R 4.5m
4200 4200 4200 4200 3300 3600
Inside
R 4.5m
Note: More than 1-lane without physical separation is considered multi-lane and it does not depend on traffic flow direction
Fig 2.19 Example of curved, outside single-lane separated by physical divider

Inside
Inside
Outside
Divider
Divider
4200
4200
Divider
Inside Outside
Divider
Inside Outside
No Divider
R 4.5m
3300
3600
Inner
Outer
Divider
R 4.5m
4200
4200
Inner
Outer
Fig 2.20 Example of U-turns
wall/kerb divider
Min. 4200 Min. 4200 (Single, outer lane) (Single, inner lane)
(Inner radius
of curve)
Min. 4500
Fig 2.21 Example of single, curved lanes
Min. 4200 (Single curved lane)
Min. 4200 (Single, inner curved lane)

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

R 4.5m
Fig 2.23 Transition at the start & end of a ramp

3.6m Adequate transition
3.6m Adequate transition
2.1.4 Minimum dimensions of adjacent parking ramps (sloping floor)
Parking ramps are inclined floors that provide access to adjacent

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

2200mm
Minimum 2200
Fig 2.26 Example of minimum headroom clearance
2.2
Heavy Vehicle Parking Provision Heavy vehicle parking provision refers to lorry, coach, loading & unloading and bus spaces required under the Rules. They are categorised into three groups. a) b) c) Rigid-framed vehicles of length < 7.5m Rigid-framed vehicles of length > 7.5m 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 a) Parking stall: - Parallel parking - Angled parking b) Width of parking aisle: - Parallel parking - 300-parking - 450-parking - 600-parking - 900-parking c) Width of Accessway -On Straight 1-way traffic flow: 4.5m; 2-way traffic flow: 7.4m - On Curve d) Inside turning radius of curve e) Maximum gradient of ramp: Straight ramp Curved ramp 1:12 1:15 f) Headroom clearance 4.2m 1:12 1:15 4.2m (exclude double decker) 1:15 1:20 4.5m (4.75m at ramps) 5.5m per lane 6.0m 1-way traffic flow: 4.5m 2-way traffic flow:7.4m 7.5m per lane 6.0m 1-way traffic flow: 4.5m 2-way traffic flow: 7.4m 9.0m per lane (6.0m for 20' trailer) 6.0m 9.3m x 3.0m 7.5m x 3.0m 1-Way 3.6m 3.6m 5.0m 6.5m 9.0m flow 14.0m x 3.3m 12.0m x 3.3m 2-Way 7.4m 7.4m 7.4m 7.4m 11.0m flow 19.0m x 3.3m 14.0m x 3.3m 1-Way 4.5m 7.0m 9.5m 11.0m 12.0m flow 2-Way flow 7.4m 7.4m 9.5m 11.0m 12.0m Rigid-framed vehicles of length > 7.5m Articulated vehicles (eg. prime movers, 20',40' & 45' trailers)
2-Way 1-Way 7.4m 7.4m 7.4m 7.4m 9.0m flow 4.5m 4.5m 5.5m 7.0m 11.0m flow
Headroom=4500 (on flat ground) Headroom = 4750 (on ramp)
Fig 2.27 Headroom for clearance articulated heavy vehicles (eg. prime movers, 20', 40' & 45' trailers)
2.3
Motor-cycle Parking Provision Minimum dimensions of motor-cycle parking stall: - 800mm x 2400mm Preferred dimensions of motor-cycle parking stall: - 1000mm x 2500mm
Developers are encouraged to provide motor-cycle parking stalls within their developments. These motor-cycle stalls can be provided at corners or any available space within the parking place, preferably isolated from car parking. They should not obstruct movement of other vehicles and pedestrians. If provided next to car parking lots, it is recommended that a gap of 500mm to 1000mm be provided between the car and motor-cycle lots.
Parking aisle
1000 2500 1000

Fig 2.28 Preferred dimensions of motor-cycle stalls Fig 2.29: Examples of motor-cycle provision
CHAPTER 3: MECHANISED PARKING SYSTEMS & CAR LIFTS ___________________________________________________________ Overview This part explains the guidelines for the provision of mechanised
parking system and lifts in parking places. As mechanical systems evolve with time, the guidelines are general in nature. Each parking proposal would be evaluated on its merit. 3.1 General Mechanised parking systems are innovative solution to provide parking needs. In using mechanised parking significantly reduced. Designers should take systems, typically space used for ramps and driveway is consideration the user experience in selecting the most
into
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. upfront about the provision of mechanised parking in a development.
Developers should make known to purchasers or users
Mechanised parking systems can be broadly categorised under two groups: a.
b.
Lateral Displacement Systems; and Vertical Systems.
In lateral displacement systems, cars are parked on moveable platforms. The platforms can
automatically along guide-rails that are laid flat on the driving away.
move
floor to make passageway for unimpeded access and
In vertical systems, cars are parked either on vertical
ferries-wheel or lifted vertically and positioned into and retrieved automatically. For new parking
storage spaces. Such systems allow cars to be parked
mechanised parking systems would be considered as Places (Provision of Parking Places and Parking Spaces) Rules.
proposals
fitted
with
approved
provision for meeting the requirement under the Parking
In existing car parks, if additional parking spaces were provided deficiency with charges mechanised previously parking paid would system, not
any
refundable.
be
Some examples of mechanised parking systems are given in Figures 3.1 to 3.4.
Fig 3.1 Lateral displacement system
Fig 3.2 Stack-type vertical system
Fig 3.3 Puzzle-type vertical system

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.
each mechanised parking proposal shall be evaluated on its own merit. Designers would be required to seek clearances or approvals on other operational
Notwithstanding the guidelines,
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) Min. manoeuvring space (sideways) Min. manoeuvring space (lengthways) installation) Min. clear driveway width (after 1-way traffic 2-way traffic 3.6m 6.0m 5.4m long x
2.4m wide 3.0m 7.2m
Table 3.1 Requirements for lateral parking system
7.2 m 5.4 m 3.6 m
Fig 3.5 Critical dimensions for lateral parking system
6.0 m
3.0 m
Fig 3.6 Critical dimensions for lateral parking system
3.2.2 Requirements for vertical displacement systems Platform size Holding bay Height limit 5.4m long x 2.4m wide At entrance
and exit
2.2m clear
Table 3.2 Requirements for vertical parking system
5.4 m
Fig 3.7 Critical dimensions for vertical parking system
2.2 m
Without obstruction on both sides
2.2 m
2.4 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 chamber. b. At the
require vehicles to enter or exit from a closed
provided. The queue length shall be sufficient spaces served by the mechanised system.
ingress,
queuing
spaces
shall
be
to hold 5% of the total number of parking
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 of the property only. service road, it shall be limited to the frontage
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 same as the conventional parking places and spaces. of the Authority.
requirements pertaining to the parking design remain the Mechanism of the system does not come under jurisdiction
3.3.1 Guidelines for provision of car lifts Car lift internal dimension Height limit Minimum speed Minimum discharge capacity Holding bay Queuing spaces
Table 3.3 Requirements for car lifts
6.2m long x 2.6m wide 2.2m clear 30m/min 30 cars/hr At entrance and 15% of car spaces
exit
served by car lift
3.3.2 Ratio of car Lifts to Parking Capacity
a.
One car-lift for every 50 parking spaces.

Maximum number of parking spaces to be served by car-lifts should not exceed 200. Minimum of 2 lifts
b.
c.
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 the premises of the development.
space should be provided, which must be within
CHAPTER 4: GOOD PRACTICES

___________________________________________________________
Overview This chapter provides some examples of good practices in design and operation of parking places. In designing a parking place, besides complying with the minimum
parking dimensions, it is prudent for the designer to ensure that it is operationally friendly. Such good practices make it easier for motorists to find their way in car parks. 4.1 Vehicle conflict with other users
An important consideration in the design of parking facilities is at the intersection of vehicles and pedestrians movements. Separation of these user groups, through the development of special walkways is advantageous. Parking network should be designed to reduce conflict in terms of exposure to risk and the relative speed and vulnerability of different user groups. Pedestrian movement should be minimised on circulation roads/driveways since these primarily involve movement of vehicular traffic. It is also important to reduce the flow of vehicles in areas where the flow of pedestrian is high.
_______________________________________________________________________________________ Code of Practice for Vehicle Parking Provision in Developments -2010 Edition
Fig 4.1 Provide safe crossing point for pedestrians along driveway
4.2
Provide adequate sight distance
In the vicinity of driveways, adequate stopping sight distance should be provided. Adequate sight distances such as clear sight distance triangles or splay corners for exiting driveways should be provided in order to allow sufficient line of sight for motorists to see approaching pedestrians crossing the driveways and vice versa. No sign, wall or other obstruction should be erected within this clear sight distance triangles. Convex mirrors are also alternative safety measures to be located appropriately at sharp building edges and blind spot areas.
walkway
walkway
Provide splay for better visibility
Fig 4.2 Improve visibility at car-park exit
Car Park Lots
Provide splay for better visibility
Fig 4.3 Improve visibility where there are walls
4.3
Avoid dead-end aisles
Dead-end
manoeuvring and parking at those corner-ends would be difficult for drivers. Instead, the end lot shall be widened to 3000mm to facilitate parking.
aisles
shall
be
avoided
wherever
possible,
as
Fig 4.4 Difficult to park at end-lot
Parking aisle
3000mm
End lot
Fig 4.5 Increase width of end-lot
4.4
Increase space between perpendicular parking lots
Motorists tend not to park their cars completely inside a parking lot. In cases where parking lots are designed perpendicularly to each other, this would restrict the cars from moving off or it becomes impossible for the lot to be occupied. An illustration of this scenario is shown in Fig 4.6.
Impossible to park a car at this end-lot
Car not positioned within parking lot
Fig 4.6 Common scenario at perpendicular parking lots
To avoid such undesirable situations, we recommend perpendicular parking lots to have 300mm gaps vertically and horizontally. Therefore, each corner car parking stall shall be minimum 2700 mm in width as shown in Fig 4.7.
2700mm 300mm allowance
2700mm
Fig. 4.7 Increase width of perpendicular lots
4.5
Obstructions at Parallel Parking Stalls If it is unavoidable to place walls or columns at the edges of parallel parking stalls, it is necessary to increase the stall length since it is not possible to manoeuvre into the parking stall. Instead, motorists would have to drive head-in into the stall.
5400mm
7200mm
Fig. 4.8 Increase length of parallel lots with obstructions
4.6
Demarcation of Parking Stalls
Parking stalls should be clearly demarcated within the parking place. The demarcation lines guide drivers in centralising their shown in Fig 4.8. parked vehicle. Some helpful demarcations of parking stalls are
Solid line demarcation
Dashed line demarcation
Fig. 4.9 Various ways to demarcate parking lots
4.7
Provide clear information to motorists
Without clear directions the driver can be disoriented. Adequate signages and road markings should be provided to guide motorists moving in the parking place. Channelisation and use of different coloured or textured paving stones can be used to guide driver and vehicle in particular directions. Direction of travel information should be provided at the entrances 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 follows:
and throughout the parking facility. The use of signs can aid in
coordinated appearance. Some of the signs to be considered are as
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 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. visual environment should therefore be considered when designing
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
Fig. 4.17 Indicate distance for drivers 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 Authoritys 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 and developers to incorporate the necessary requirements into the design of development proposals later. (URA) for planning permission. The intention is to allow architects, engineers the development upfront to minimise abortive work and major revisions to
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. Authoritys officer will arrange with QP for a site inspection for developments with indoor parking and those with more than 100 open surface parking lots.
5.5
Application for Waiver/Modification of Requirements The present parking provision standards stipulate minimum requirements. Developments shall make all effort to comply with full parking requirements and guidelines. Where it is technically not possible to comply with full requirements, QP is required to apply for waiver of provision for the number of required parking spaces /modification of dimensions of parking layout prior to formal submission for approval. It is important that
the owner/developer is informed and agreed with the parking proposal and any deviation from the requirements. In this connection, the developer is required to submit an undertaking of their awareness and responsibility on the deviation. The authority may disapprove application for waiver/modification of parking requirements where in its discretion it may have adverse effect on the end users of the parking place or other road users. 5.6 The Authority exempts certain types of developments from obtaining approval. The list of developments exempted is given in Appendix E. 5.7 Please refer to Table 5.1 for the submission requirements.
Table 5.1
Sn Type of Submission
LTA-DBC
Application Form
Proposal parking
_VEHICLE
plans for Provision
Copy of Written
Approval/ Permission from URA
Attachment Forms [Refer to Note (ii)] LTAVPATT1GFA LTA-VPATT2COMPR LTA-VPATT3SPACES LTA-VPATT5SCHMW LTAVPATT6LOU
Processing [Refer to Fees Remarks
PARKING.xfd [Refer to Note (i)] 1 Pre-consultation approval Select item Type 1
Note (iii)]
- for in-principle - queries on parking provision
Application
Other related applicable
documents, if
Application for
approval for Approval of Proposal and Plans for Provision of Parking Spaces Parking Places and
Application Type 2 [Refer to
Select item
Other related applicable
documents, if
Note (iii-a)] Select item Type 3 Other related applicable
Lodgement for
Approval of Proposal
and Plans for Provision of Parking Places and Parking Spaces 4 Clearance Application for CSC
Application [Refer to
documents, if
Note (iii-a)] Select item Type 4 Application Other related

photos of surface parking spaces open With As-built plans
documents, if applicable
____________________________________________________________________________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition
Apply for waiver/ modification of Requirements
Select item Type 5
Application
Other related Note (iii-b)] [Refer to documents /photos
General
Correspondence
Select item Type 6
(General Enquiry)
Application
Other related documents /photos
Notes:
(i) (ii) (iii) The Form is obtainable from CORENET E-Submission for Professional (ESPro) The Forms are obtainable from CORENET E-Submission for Professional (ESPro) 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 LTAs 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: Amendments to approved plans (only affected GFA to be considered) Change of use proposals (only affected GFA to be considered) Additions & alterations (only affected GFA to be considered) For new erections
The processing fee shall be rounded off to 2 decimal points. For Regularisation of Parking Layout and Subdivision of land/building proposal, the rate is $70 per application. (iiib) A processing fee for application for waiver/modification of requirements at the following rates: Waiver on the number of parking spaces to be provided:- $120 per application Modify parking dimensions:- $80 for each dimension.
APPENDIX A Minimum Parking Provision Standards

Developments can provide more parking lots than this stipulated minimum to meet their own parking demand. Non-residential developments island wide and residential developments in Zones 1 and 2 are allowed to provide up to 20% below the car parking requirement. This allowance is not applicable to lorry, loading & unloading and website. Use Categories 1.0 Residential Minimum Parking Provision Standards (based on unit or gross floor area) 1 car space per 1 residential unit. Flats, non-flats, Service Apartments and homeoffice 2.0 Commercial (a) Offices Zone 1: 1 car space per 450 sq.m. Zone 2: 1 car space per 250 sq.m. Zone 3: 1 car space per 200 sq.m. All Zones: 1 loading/unloading space per 10,000 sq.m (Up to 50,000 sq.m.) coach parking requirements. Please refer to the maps of parking zones at LTA
(b) Shops departmental (retail use)
and store
Zone 1: 1 car space per 400 sq.m. Zone 2: 1 car space per 200 sq.m. Zone 3: 1 car space per 150 sq.m. All Zones: 1 loading/unloading space per 4,000 sq.m
(c) Restaurants, nightclub, cafeteria, coffeehouse, bar, eating
For 1st 150 sq.m:All Zones: After 1st
1 car space per 150 sq.m
Zone 1 & 2: 1 car space per 60 sq.m Zone 3: 1 car space per 50 sq.m
150 sq.m:-
house and canteen.
________________________________________________________________________________________________ Code of Practice on Vehicle Parking Provision in Development Proposals -2011 Edition
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) 3.0 Cinema, theatre and concert hall
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
Zone 1 & 2: 1 car space per 12 seats Zone 3: 1 car space per 10 seats
4.0 Warehouse/Godown 5.0 Factory (a) Factory includes total floor office, up to 25% of
1 lorry/loading & unloading space per 800 sq.m.
area,
canteen and ancillary storage
(i) Flatted Type (multi-user)
1 lorry/loading & unloading space per 3,000 sq.m.
Use Categories (ii) Terrace Type (single-user)
Minimum Parking Provision Standards (based on unit or gross floor area) For 1st 800 sq.m: 1 car space per 300 sq.m.
(subject to minimum 1 car space per unit of factory) 1 lorry/loading & unloading space per 1,500 sq.m.
After 1st 800 sq.m: 1 car space per 350 sq.m.
(iii) Detached Type (single-user)
(subject to minimum 1 car space per factory) 1 lorry/loading & unloading space per 1,500 sq.m. ( up to 13,500 sq.m)
(b) Office (in excess 1 car space per 200 sq.m 25% area) 6.0 Educational Institution (a) Crches, Nurseries 1 car space per 200 m2 and Kindergartens (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 of total floor
Use Categories (c) Secondary Schools
Minimum Parking Provision Standards (based on unit or gross floor area) For Classrooms: classrooms Laboratories: For Workshops/ 1 car space per 2 Classrooms exclude ECA science labs.
rooms, tutorial rooms and
Ancillary facilities such as assembly hall, canteen, sports and recreational facilities, etc are also excluded
1 car space per 300 m2 Plus 20% of standard requirement Plus 4 mini buses (d) Junior Colleges (e) Vocational Institutions
1 car park per 30 day-time staff and student population 1 car park per 30 day-time staff and student population OR 1 car park per 20 night-time staff and student population Taking whichever is greater
(f) Polytechnics & Universities (g) Library 7.0 Cultural and Social Welfare Institutions
1 car park per 20 staff and student population Using the higher of the day-time and night-time staff and student population 1 car park 200 m2
(a)Community Centres a) If located within a residential estate and fronting access roads a nominal of 3 to 4 car parks be made. (b) if away from residential development (b) Welfare Houses 1 car park per 200 m2
1 car park per 200 m2 Ancillary facilities within the premises to be used exclusively by the residents are excluded.
Use Categories 8.0 Religious and
Related
Institutions (a) Churches, Temples Mosques & For church - 1 car park per 10 seats/ persons For other religious places praying area OR As worked out for other uses like classrooms, office, etc (all other uses attached to church / Temple) (b) Columbarium 1 car park per 500 niches Parking provision need only when built away from any related uses or public car parks (c) Funeral Parlour 1 hearse and 10 car parks & Crematorium per funeral parlour / crematorium Parking provision could be reduced if funeral parlour is built close to related uses or public car parks. 9.0 Recreational Facilities (a) Sports Complex Administrative & related uses - 1 car park per 200 m2 (Gross) - 1 car park per 50 m2 of Main prayer hall is to be considered as praying area. Parking requirement takes whichever is greater
Use Categories
Minimum Parking Provision Standards (based on unit or gross floor area) restaurant Snack/coffee bar, - 1 car park per 150 m2 - 1 car park per 50 m2 exceeding 150 m2 Multi-purpose hall with Parking should merit. Indoor games rooms, clubrooms, health clubs and related uses 1 car park per 150 m2 (Gross) 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. Parking outdoor requirement facilities to for be requirement not for on for the 1st 150m2
gymnasium, indoor courts, other etc 1 car park per 300m2
uses be
specified
considered
provided in accordance with the specified uses.
(b)Tennis, Squash/ Badminton Courts, Sepak Takraw Basketball (d) Bowling Alley (e) Swimming Pool (c) Soccer /
1 car park per court
4 cars park per field/court 1 car park per lane 1 car park per 40 m2 (Nett) Wading pool/childrens pool of pool area need not be considered.
Use Categories (f) Ice / Roller
Minimum Parking Provision Standards (based on unit or gross floor area) 1 car park per 50 m2 (Nett) of skating area
Skating Rink
(g) Golf Range 10.0 Health
1 car park per Tee
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 (c) Hospitals 1 car park per 12 beds 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
-1 -1
For the 1st 150 m2 car park per 150 m2 car park per 50 m2 After 1st 150 m2
Use Categories 13.0 Marina/Boat Sheds (a) Where small vessels can be for storage (b) Where large vessels are too heavy to be removed from water 14.0 Electrical use carried to land
Minimum Parking Provision Standards (based on unit or gross floor area) 1 car space per 2 boats
1 car park per boat
Sub- 1 car park per 400 m2 (for Where it is unmanned, parking provision is not a driveway within the site to accommodate service vehicle 1 car park per 700 m2 required so long as there is (exceeding 2000 m2)
station and related first 2000 m2)
15.0 Fire Station (a) Offices / dormitories / Recreation (b) Squash/Tennis Courts 1 car park per court 1 car park per 200 m2 (Gross)
Use Categories 16.0 Convention / exhibition 17.0 Public Park 18.0 Nursery
Minimum Parking Provision Standards (based on unit or gross floor area) 1 car park per 50 m2 (Gross) 12.7 car park per hectare For covered areas Subject to a minimum
(offices, parking areas etc): -1 parking space per 200 m2 (Gross)
provision of 3 parking spaces (1 space for the operator and 2 spaces for visitors). For sites located within HDB
For open areas : -1 650 m2 (Gross) parking space
developments where public per car parks are available, parking provision is not necessary. Wherever possible 1 parking space should be provided within the nursery for the operators use.
19.0 Foreign Workers Dormitories 20.0 Tourist Attraction Developments
1 car space per 650 sq.m 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 - any other information use of development
Use Categories
21.0 Off-course betting 1 car space per 10 seats centre
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 use
1 car space per 425 sqm. (up to 1st 50,000 sq.m) 1 loading / unloading space per 15,000sq.m. (after 1st exceeding 50,000 sq.m)
(a) Non-residential 1 loading/unloading space per 7,000sq.m
(b) Residential
-refer to 'Residential' use category
24.0
Boarding Houses and hostels a) Administration areas and b) Function rooms and c) Residential rooms exhibition areas 1 car space per 700 sq.m [The minimum number of car spaces to be provided is (a)+ (b) or (c) whichever is greater) offices 1 car space per 50 sq.m 1 car space per 200 sq.m
Use Categories 25.0 26.0 E-business
Minimum Parking Provision Standards (based on unit or gross floor area) Refer to Office use category Refer to Factory use category
Type 1 & Type 2 Industrial / Business White Showflat
27.0
1 car space per 50 sq m
NOTE: For any development uses where the parking provision standards are not specified, please consult LTAs 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. 2. 3. 4.
Development by non-profit making organisations. Development by religious organisations. Development by charitable organisations. Use of parking spaces or car waxing/polishing in developments with no surplus parking provision.
under-utilised parking spaces including developments where there is
5.
departments.
Existing parking places affected by requirements of government
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 GFA Use Shops (m2) Parking Standard 1 car space/150 sq.m 1 L/U/4,000 sq.m Office 759.50 Zone 3: 1 car space/200 sq.m 1 L/U /10,000 sq.m (upto 50,000 sqm) Restaurant 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 0.07 0 3.0 to 3.79 3 to 4 0.5 1 2,010.89 Zone 3 (RCPS) 10.7 to 13.4 11 to 13 Number of L/U Spaces Required
Computed Required Computed Required
Total
19 to 24
L/U = Loading/unloading bays

Sample 2: Car Parking Computation for a Change Of Use Proposal
Gross Usage Floor area Car Parking in sq.m Standard
+ Number of car spaces required Comput ed Required
Original Use
Shop
268.80
1 car space /150 sq.m (Zone 3)
1.79
(a) Requirement of the existing original use Proposed Use Eating House 268.80 1 car space /150 sq.m (for 1st 150 sq m) 1 car space/50 sq.m (after m) (b) Requirement of the new use Additional Requirement for the Change of use (b) (a) 1st 150 sq 2.37 3.37 (2.69 to 3.37) 1.0 (+
3 3-2 = 1
Sample 3: Computation for car parking requirement of a conserved building with rear extension
Usage
Gross Floor area in sq.m
Car Parking Standard
Number of car spaces required 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) Office 355.00 Zone 2: 1 car space/250 sq.m 1.13 to1.42 2 0.45 150 sq m) 0 1 0.9 to 1.17 1
(a) Requirement of the whole development Conserved portion Eating 68.80 1 car space/150 sq.m (for 1st 1 car space/50 sq.m m) Office 132.50 Zone 2: 1 car space/250 sq.m (b) Requirement of the Conserved Portion (c) Requirement of the Rear Extension (a) (b) 0.53 (after 1st 150 sq
1 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) (2) (3) (4) Developments in off-shore islands, except Jurong Island; Bungalows/detached houses, semi-detached and terrace houses where at least 1 car porch is provided per house; Development of land for the purpose of farming; 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; Ancillary use of HDB void decks; Change of use of premises which involves less than 150 m2 of gross floor area; Developments within any rapid transit system stations; Renewal of written permission in respect of new erections; Additions or erections of covered linkways or walkways that do not affect existing or approved parking layout or provision. Development of public bus interchanges. 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. Erection of Automatic Teller Machine kiosks that do not affect existing or approved parking layout or provision. Temporary showflats and sales offices for showflats within construction site.
(5) (6) (7) (8) (9) (10) (11)
(12) (13)

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CODE OF PRACTICE

VEHICLE PARKING PROVISION

Development & Building Control Division

FOR VEHICLE PARKING PROVISION IN DEVELOPMENTS (2011)

Parking provision standards Types of developments exempted from

deficiency charge Samples of

obtaining vehicle parking clearance

CHAPTER 1: PROVISION OF PARKING SPACES

Range-Based Car Parking Standard (RCPS)

To prevent indiscriminate parking of motor-cycles at the nearby

Computation for the Number of Parking Spaces Required

Service road Conserved Portion Rear Extension

Fig 1.1 Conserved building with rear extension

Deficiency Charge For Waiver On Parking Provision

Outside Central Area

Table 1.1: Rates of Deficiency Charge

CHAPTER 2: PARKING LAYOUT DIMENSIONS ___________________________________________________________

2400mm 4800mm 5400mm

Parking Aisle / Driveway

Fig 2.1: Minimum Dimensions of Car Parking Stalls

2400 2400 2400 4800

Obstruction Free Zone (middle 2800mm) Obstruction (column)

Fig 2.3: Parking stalls with adjacent obstructions

Fig 2.4: Parking stall that cannot be parked by reversing

6000 3600 3600

Bay on 1-side 1-way traffic flow

Bays on 2-side 1-way traffic flow 2-way traffic flow

Fig 2.5 Parallel Parking Aisle

Bay on 1-side 1-way traffic flow

Bays on 2-side 1-way traffic flow 2-way traffic flow

Fig 2.6 30-Angled Parking Aisle

Bay on 1-side 1-way traffic flow

Bay on 2-side 1-way traffic flow 2-way traffic flow

Fig 2.7 45-Angled Parking Aisle

Bay on 1-side 1-way traffic flow

Bay on 2-side 1-way traffic flow 2-way traffic flow

Fig 2.8 60-Angled Parking Aisle

Bay on 1-side 1-way traffic flow

Bay on 2-side 1-way traffic flow 2-way traffic flow

Fig 2.9 90-Angled Parking Aisle

1:10 (10%) Preferred

1:8.3 (12%) Maximum

Straight Inside radius Min 4.5m Straight

Example of clearway ramp and accessway

Fig 2.12 Example of straight, single & multi-lanes

Fig 2.13 Example of a single, straight lane

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

Fig 2.14 Example of a straight, multi-lane

4200 4200 Inside Outside Min. 4.5 M

Single lane Single lane

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

Fig 2.16 Example of a single, curved lane

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

Fig 2.18 Example of curved, multi-lane separated by physical divider

Fig 2.19 Example of curved, outside single-lane separated by physical divider

Fig 2.20 Example of U-turns

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)

Fig 2.22 Example of single curved lanes

1:10 ramp at centre of path

Fig 2.23 Transition at the start & end of a ramp