Section 19 Parking

Section 19
Parking
TABLE OF CONTENTS
19 PARKING........................................................................................................................................... 19-1
19.1 Introduction................................................................................................................................. 19-1
19.1.1 Terminology ............................................................................................................................ 19-1
19.1.2 Vehicle Base Dimensions ....................................................................................................... 19-3
19.2 On-Street Parking....................................................................................................................... 19-3
19.2.1 Kerbside Parallel Parking ....................................................................................................... 19-3
19.2.2 Kerbside Angle Parking .......................................................................................................... 19-4
19.2.3 Centre of Road Parking ........................................................................................................ 19-11
19.2.4 Parking Restrictions at Intersections .................................................................................... 19-12
19.2.5 Parking Provision for Special Groups................................................................................... 19-14
19.2.6 Environmental Factors for On-street parking........................................................................ 19-18
19.2.7 Parking Control Measures .................................................................................................... 19-19
19.3 Off-street Car Parking .............................................................................................................. 19-21
19.3.1 General Description .............................................................................................................. 19-21
19.3.2 Preliminary Design Considerations ...................................................................................... 19-22
19.3.3 Design of Parking Modules................................................................................................... 19-23
19.4 Design of Circulation Roadways and Ramps........................................................................... 19-29
19.4.1 Layout Design of Circulation Roadways and Ramps. .......................................................... 19-29
19.4.2 Ramp Grades........................................................................................................................ 19-31
19.4.3 Circulation Aisles .................................................................................................................. 19-33
19.5 Access Driveways to Off-street Parking Areas and Queuing Areas. ....................................... 19-35
19.5.1 Width and Location ............................................................................................................... 19-35
19.5.2 Gradients of Ramps and Access Driveways ........................................................................ 19-40
19.5.3 Gradients of Domestic Driveways......................................................................................... 19-40
19.5.4 Queuing Areas ...................................................................................................................... 19-41
19.5.5 Access to Mechanical Parking Installations.......................................................................... 19-42
19.5.6 Pedestrian Service................................................................................................................ 19-42
19.6 Additional Requirements for Car Parking Structures ............................................................... 19-43
19.6.1 Column Location and Spacing.............................................................................................. 19-43
19.6.2 Headroom ............................................................................................................................. 19-45
19.6.3 Design of Enclosed Garages ................................................................................................ 19-46
TABLES
Table 19.1.2-A:- Vehicle Base Dimensions.................................................................................................. 19-3
Table 19.2.2-A: Angle Parking Space Widths Related to Parking Turnover................................................ 19-5
Table 19.2.3-A:- Centre of road parking – Minimum roadway width.......................................................... 19-12
Table 19.2.4-A:- On-street parking restrictions near intersections............................................................. 19-12
Table 19.2.7-A:- Guidelines for the Provision of Clearways....................................................................... 19-20
DRAFT FINAL Rev. 0 – February 2003 Section 20 – Stopping Places

Page i of ii
GUIDELINE 3
AACRA GEOMETRIC DESIGN MANUAL
Table 19.3.3-A:- Wheel Stop Distances ..................................................................................................... 19-28

Table 19.3.3-B:- Minimum Gradients.......................................................................................................... 19-29
Table 19.4.3-A:- Selection of Access Driveway Category.......................................................................... 19-35
Table 19.5.1-A:- Recommended Access Driveway Widths........................................................................ 19-36
Table 19.5.4-A:- Minimum Queuing Length at a Car Park with.................................................................. 19-41
FIGURES
Figure 19.2.1-A:- Parallel Parking Space Dimensions ................................................................................. 19-4
Figure 19.2.2-A:- Layout and minimum road width for ................................................................................. 19-7
Figure 19.2.2-B:- Layout and minimum road width for ................................................................................. 19-8
Figure 19.2.2-C:- Layout and minimum road width for ................................................................................. 19-9
Figure 19.2.2-D:- Layout and minimum road width for ............................................................................... 19-10
Figure 19.2.3-A:- Typical centre of road parking layout.............................................................................. 19-11
Figure 19.2.3-B:- Recommended layout for centre of the road parking ..................................................... 19-11
Figure 19.2.4-A:- Parking Restrictions at traffic Signals ............................................................................. 19-13
Figure 19.2.4-B:- Indented Parallel Parking Spaces .................................................................................. 19-13
Figure 19.2.4-C:- Marked Road Crossing Parking Restrictions ................................................................. 19-14
Figure 19.2.5-A:- Motorcycle and Scooter Parking Layouts....................................................................... 19-15
Figure 19.2.5-B:- Parking Spaces for People with Disabilities ................................................................... 19-16
Figure 19.2.5-C:- Parking Spaces for People with Disabilities ................................................................... 19-17
Figure 19.3.1-A:- Example of an Off-street Car Park. ................................................................................ 19-21
Figure 19.3.3-A:- Blind Aisle Extension ...................................................................................................... 19-24
Figure 19.3.3-B:- Parking Module Layouts ................................................................................................. 19-25
Figure 19.3.3-C:- Location of Wheel Stops ................................................................................................ 19-27
Figure 19.3.3-D:- Motorcycle and Scooter Parking Provision .................................................................... 19-29
Figure 19.4.1-A:- Circulation Roadway and Ramp Cross Sections............................................................ 19-30
Figure 19.4.2-A:- Dimensions of Curved Circulation Roadways and Ramps............................................. 19-32
Figure 19.4.2-B:- Changes of Grade on Ramps......................................................................................... 19-32
Figure 19.4.3-A:- Minimum Space Length and Aisle Width Combinations................................................. 19-34
Figure 19.5.1-A:- Prohibited Locations of Driveways ................................................................................. 19-37
Figure 19.5.1-B: - Sight Distance Requirements at Car Park Exits............................................................ 19-38
Figure 19.5.1-C:- Minimum Sight Lines for Pedestrians Safety ................................................................. 19-39
Figure 19.6.1-A:- Column Location............................................................................................................. 19-43
Figure 19.6.1-B:- Preferred Design Envelope Around Parked Vehicle ...................................................... 19-44
Figure 19.6.2-A:- Critical headroom Measurement at a Grade Change..................................................... 19-45
Figure 19.6.2-B:- Vertical Clearance Required above Car Spaces for People with Disabilities ................ 19-46
Section 20 – Stopping Places DRAFT FINAL Rev. 0 – February 2003

Page ii of ii
GUIDELINE 3
19 PARKING
19.1 Introduction
19.1.1 Terminology
(a) Aisle
Area of pavement used by vehicles to gain access to a parking space.
(b) Base dimension

The dimensions that incorporate critical conditions for manoeuvring and stationary vehicles. It has
been derived from field tests of the selected “design vehicle” and represents the minimum
dimensions achieved using an experienced driver and providing zero clearance. It is not a
dimension that can be used in practice without consideration of other factors.
(c) Access driveway

A roadway extending from the edge of the frontage roadway to the property boundary to connect to
the first ramp, circulation roadway or aisle encountered and carrying one or two way traffic in an
off-street carpark.
(d) Base dimension

The value of a particular dimension of the design vehicle before any clearance values have been
added.
(e) Blind aisle

An aisle closed off at one end.
(f) Capacity
The total number of spaces provided within a car park.
(g) Circulation aisle

An aisle used to gain access to parking aisles from entry and exit points of a car parking facility.
Parking may be provided along a circulation aisle.
(h) Circulation clearance

The clearance required, in addition to maneuvering clearances for a vehicle moving at speeds
greater than those applicable to maneuvering.
(i) Circulation roadway

The roadway used to gain access to parking aisles from entry and exit points of a car parking
facility. Parking should not be provided along a circulation roadway.
(j) Clearway
A street where on street parallel parking is prohibited during the peak period to allow the parking
lane to be utilized as a through traffic lane to increase the through traffic capacity available.
(k) Collector road

A non arterial road which collects and distributes traffic in an area, as well as serving abutting
properties.
DRAFT FINAL Rev. 0 – February 2003 Section 19 – Parking

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GUIDELINE 3
(l) Disabled user

A person with limited mobility. Parking spaces restricted to disabled users are usually marked with
a wheel chair symbol and are available to persons holding an appropriate permit.
(m) Driveway
The verge crossing by which vehicles move between the road carriageway and car parking facility.
(n) End overhang

The length a vehicle will overhang the kerb when the parked vehicle tyres are against the kerb.
This length will vary type of parking (front or rear to kerb) and the angle of parking.
(o) Front overhang

The distance between the centreline of the front axle of a vehicle and the front extremity of the
bodywork, and subtending an approach angle with the pavement surface.
(p) Latent (parking) Demand

A measure of total desired demand for parking in a given area or associated with a particular
development.
(q) Local road

A road or street primarily used for access to abutting properties.
(r) Parking aisle

An area of pavement used by vehicles to gain access to and to maneuver into and out of parking
spaces.
(s) Parking lane

A lane located adjacent to kerbside parking to provide width for a parking maneuver to be carried
out without disrupting the through traffic movement.
(t) Parking module

A parking aisle including a single rank of parking spaces on both sides of the aisle.
(u) Parking space

The area of pavement in which a car can be parked such that adequate clearance is available for
access to and from the car. The sides of the parking space are marked on the pavement surface,
usually in white paint.
(v) Parking station

A building or structure in which vehicles may be parked on one or more levels.
(w) Queuing area

The area of an entrance driveway between the property boundary and the vehicle control point,
available for the queuing of vehicles.
(x) Ramp
A circulation roadway which connects an access driveway to an off-street car park on a
substantially different level, or which connects two levels in a multi level car park.
(y) Rear overhang

The distance between the centre line of the rear axles and the rear extremity of the bodywork, and
subtending a departure angle with the pavement surface.
Section 19 – Parking DRAFT FINAL Rev. 0 – February 2003

Page 19-2
GUIDELINE 3
(z) Road
The entire width of the a right-of-way between property boundaries, including footways.
(aa) Roadway
Any one part of the width of a road devoted particularly to the use of vehicles, including shoulders
and auxiliary lanes.
19.1.2 Vehicle Base Dimensions

The size of parking spaces is related to the vehicle base dimensions, the type of land use and the user
characteristics. The vehicle base dimensions for the design vehicle provides the starting point for
determining the size of the parking space. The design vehicles adopted are considered to be a 99th
percentile vehicle (maximum sized production car) and an 85th percentile design vehicle. (a large passenger
car) The vehicle dimensions are listed in Table 19.1.2-A.
Table 19.1.2-A:- Vehicle Base Dimensions
Characteristic 85th percentile vehicle 99th percentile vehicle

Length 4.7m 5.4m
Width 1.9m 1.9m
Front overhang 0.8m 1.0m
Rear overhang 1.1m 1.3m
Wheel base 2.8m 3.1m
Turning circle kerb to kerb 16.0m
Clearances are then added to the base dimensions depending on the class of parking user and the parking
turnover associated with the type of land use being served.
19.2 On-Street Parking

This section will consider the design of on-street parking and address the types of parking, special
requirements, special users and the temporal control of parking. There are two different locations for on-
street parking, edge of road and centre of road:
• Parallel parking , the vehicle is parallel and adjacent to the right hand kerb of the carriageway.
• Angle parking , a vehicle is parked at an angle to and either nose or rear into the right hand kerb of
the carriageway.
• Centre of road parking where a vehicle is parked on a widened median area between two
carriageways, generally either parallel or 90 degree angle parking.
19.2.1 Kerbside Parallel Parking

Parallel kerb side parking is generally operated in the direction of traffic flow and under properly controlled
conditions it presents the least impediment to the orderly and regular flow of traffic along a road. While there
is a substantial reduction in the number of spaces available in a given length of road compared to angle
parking, it has the advantage of reducing the number of accidents occurring during parking and departure
manoeuvres. Parallel parking is the best system to adopt where street parking must be provided and street
capacity must be kept to a maximum because it requires a lesser width of roadway for parking and
manoeuvring. To provide orderly parking, it is desirable to line mark areas of high demand and turnover.The
dimensions and layout for parallel parking are shown in. Figure 19.2.1-A

Page 19-3
GUIDELINE 3
DIRECTION OF TRAFFIC
Figure 19.2.1-A.vsd
X Z Z Y
INTERMEDIATE CONSTRAINED
END BAY
W
BAY END BAY
KERB LINE
Figure 19.2.1-A:- Parallel Parking Space Dimensions
Legend
W= width of vehicle space, refer to note 1.
X= length of end space where vehicles can enter or leave the space directly – 5.5m minimum.
Z= length of intermediate space – 6.0m to 6.7m depending on parking turnover and traffic volume.
Refer to note 4.
Y= length of end space which is constrained by a kerb or barrier, minimum length is 6.3m or Z if Z is
greater than 6.3m.
Notes
1. The width of the parallel parking space will vary depending on the space usage
• 2.3m wide for cars and light commercial vehicles
• 2.1m wide for cars and light commercial vehicles where there is a restricted roadway width
and the parking of wide vehicles is unlikely. Where a continuously line marked narrow
parking lane will aid traffic flow.
• 2.6m wide for trucks and large buses.
2. Under low speed urban conditions, where traffic speed past the site do not exceed 60km/hr, to
establish the width from the kerb to the right hand edge of the nearest moving traffic lane, add 0.5m
clearance to the widths stated in note 1. This clearance should be increased by 1.0m for each
10km/hr by which the traffic speeds exceed 60km/hr to a maximum clearance of 3.0m.
3. Space markings may be broken or unbroken. Unbroken longitudinal space markings can assist in
the guidance of traffic past the parking spaces.
4. Where parking turnover is high and vehicles backing into parking spaces cannot be readily tolerated,
increased space lengths up to 8.0m should be considered.
19.2.2 Kerbside Angle Parking

Angle parking can accommodate up to twice the number of vehicles per unit length of kerb for parallel
parking. Small angles (30 degrees or less) give little advantage over parallel parking, especially where there
are frequent driveways or other kerb interruptions such as bus stops and taxi stands. The maximum
advantage per unit length of kerb occurs at 90 degrees. However all forms of angle kerbside parking require
a greater road width and present a greater hazard to road users than parallel parking. Studies indicate that
when parking is changed from angle to parallel kerbside parking, the accident rate is reduced and the traffic
capacity is greatly increased for that length of road. If bus stops or taxi stands are required in the area the
approach and departure angles to access these services restrict the area available for angle parking.
Parallel kerbside parking is the preferred form of on street parking supported by off-street parking where
parking demands are greater than the capacity provided by parallel parking.

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GUIDELINE 3
Provision of a parking lane adjacent to the kerbside parking will allow users to manoeuvre into and out of
spaces without disrupting the through traffic, it will also create a safer parking environment.
Kerbside angle parking may be more convenient for parkers to access as the parking manoeuvre is easier
than that for parallel parking. The decision to adopt kerbside angle parking can be based on:
• Width of road
• Traffic volume
• Type of traffic
• Traffic speed characteristics
• Type of vehicle and vehicle dimensions
• Turnover expected
• Nature of the neighbourhood or abutting land use
• Road functional classification
Kerbside angle parking can be accessed, front to the kerb or rear to the kerb, a single style of parking should
be adopted for the city or town area. Front in parking provides minimal disruption to through traffic on entry
and is easier for the average driver to negotiate but requires the exiting vehicle to back into the traffic stream,
the drivers view of oncoming vehicle may also be disrupted by adjacent vehicles during this manoeuvre.
Rear to the kerb parking is safer to exit the space, entry to the space requires a higher level of driving skill
and the front of the vehicle will swing into the through traffic during the reversing manoeuvre. Front in angle
parking is generally the preferred system for kerbside angle parking.
(a) Space Width for Angle Parking

Recommended space widths are given in Table 19.2.2-A. The space dimensions are based on
the design vehicle defined in Vehicle Base Dimensions. The space widths relate to the frequency
of parking and un-parking manoeuvres, the varying degrees to which a car door can be opened are
also shown in Table 19.2.2-A.
Table 19.2.2-A: Angle Parking Space Widths Related to Parking Turnover
Use Category Typical uses Limits on door opening Space width

(Turnover) (m)
Low Generally all day parking (commuter Front car door opened to 2.4
parking) first stop
Medium Generally more than two hour parking but Front car door opened to 2.5
less than a full day (town centre, sport second stop
facility, business district)
High Generall short-term parking including areas Rear door fully opened 2.6
where children and goods are frequently
loaded into vehicles (shopping centres)
Disabled user Holders of restricted mobility parking Car front door fully opened 3.2
permits plus wheel chair (minimum)
manoeuvring space

Page 19-5
GUIDELINE 3
(b) Roadway width limitations for angle parking

The following tables indicate the minimum widths between the separation line or median, and the
kerb for parking angles of 30, 45, 60 and 90 degrees respectively, that should be available before
angle parking is permitted.
B S
5.4
Kerb
30 deg.
2.7
A
D
W
J
L
Separation line (two-way) or edge ofroad (one-way)
Dimensions in metres
Use category (refer to Table 19.2.2-A for description) Low Medium High Disabled
A – Space width (Note 7) 2.1 2.3 2.5 3.2
B – Space width parallel to kerb 4.2 4.6 5.0 6.4
D1 _ Lateral depth of space (Note 1)
D1 4.4 4.4 4.4 4.4
D2 4.1 4.1 4.1 4.1
D3 4.5 4.5 4.5 4.5
M – Manoeuvre space (Note 3) 3.1 3.0 2.9 2.9
J – allowable encroachment into adjacent traffic lanes (Note 2.5 2.5 2.5 2.5
4)
Minimum width required, kerb line to outer edge of a moving 5.1 5.2 5.3 5.1
traffic lane = D + M - J
L – width of traffic lane for moving traffic
0 – 800 vehicles/hour (Note 5) 3.5 3.5 3.5 3.5
W – minimum overall width required, kerb line to separation
line = D + M – L – J
S – wheel stop distance
Nose to kerb parking 0.6 0.6 0.6 0.6
Rear to kerb parking 0.9 0.9 0.9 0.9
Notes
1. Dimension D is selected as follows
• D1 – where parking is to a wall or high kerb not allowing front overhang.
• D2 – where parking is to a low kerb allowing 600mm overhang.
• D3 – where parking is controlled by wheel stops constructed at right angles to the direction of
parking
2. The formula to derive ‘D’ are as follows
• D1 = 5.4 sinØ + 1.9cosØ
• D2 = D1 – 0.6 sinØ
• D3 = D1 + (A-1.9) cosØ
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GUIDELINE 3
3. Dimension ‘M’ gives the lateral space required when manoeuvring into and out of a parking space.
4. Dimension J is the extent to which a vehicle can obstruct the adjacent moving traffic lane while
manoeuvring into or out of a parking space. The value J = 2.5m is appropriate to traffic speeds up
to 60km/hr adjacent to the site. At higher speed it is recommended that the value J is reduced by
1.0m for every 10km/hr by which the speed exceeds 60km/hr, with a minimum value of J = 0.
5. The quoted traffic volumes are one way maximum hourly volumes, total of all lanes, during the
times that parking is permitted.
6. Rear-in parking spaces slope in the opposite direction.
7. Widths for 30 degrees parking angle are smaller than other angle parking spaces due to reduced
conflict of open doors against adjacent vehicles.
Figure 19.2.2-A:- Layout and minimum road width for

30 degree angle parking spaces
B
S 5.
Kerb
4
45deg
3.82
A
Figure 19.2.2-B.vsd
W
J
L
Separationline (two-way)oredge ofroad(one-way)
D1 5.2 5.2 5.2 5.2
D2 4.8 4.8 4.8 4.8
D3 5.5 5.5 5.5 5.5
J – allowable encroachment into adjacent traffic lanes 2.5 2.5 2.5 2.5
(Note 4)
Minimum width required, kerb line to outer edge of a moving 6.9 6.8 6.7 6.7
traffic lane = D + M - J
W – minimum overall width required, kerb line to separation
line = D + M – L – J
Page 19-7
GUIDELINE 3
Notes
parking

• D1 = 5.4 sinØ + 1.9cosØ
• D2 = D1 – 0.6 sinØ
• D3 = D1 + (A-1.9) cosØ
manoeuvring into or out of a parking space. The value J = 2.5m is appropriate to traffic speeds up to
60km/hr adjacent to the site. At higher speed it is recommended that the value J is reduced by 1.0m for
every 10km/hr by which the speed exceeds 60km/hr, with a minimum value of J = 0.
5. The quoted traffic volumes are one way maximum hourly volumes, total of all lanes, during the times that
parking is permitted.
Figure 19.2.2-B:- Layout and minimum road width for

B
S
Kerb
60 deg
5.4
A
4.67
Figure19.2.2-C.vsd
W
J
L
Separation line (two way) or edge of road (one way)
D1 5.7 5.7 5.7 5.7
D2 5.1 5.1 5.1 5.1
D3 5.9 5.9 5.9 5.9
J – allowable encroachment into adjacent traffic lanes 2.5 2.5 2.5 2.5
(Note 4)
Page 19-8
GUIDELINE 3
Minimum width required, kerb line to outer edge of a 8.3 8.1 7.8 7.8
moving traffic lane = D + M - J
W – minimum overall width required, kerb line to
separation line = D + M – L – J
Notes
parking

• D1 = 5.4 sinØ + 1.9cosØ
• D2 = D1 – 0.6 sinØ
• D3 = D1 + (A-1.9) cosØ
Figure 19.2.2-C:- Layout and minimum road width for

60 degree angle parking
B
Kerb
S
90 deg
A
5.4
Figure19.2.2-D.vsd
W
J
L
Separation line (two way) or edge of road (one way)

Page 19-9
GUIDELINE 3
D1 5.4 5.4 5.4 5.4
D2 4.8 4.8 4.8 4.8
D3 5.4 5.4 5.4 5.4
J – allowable encroachment into adjacent traffic 2.5 2.5 2.5 2.5
lanes (Note 4)
Minimum width required, kerb line to outer edge of a 9.1 8.7 8.3 8.3
moving traffic lane = D + M - J
W – minimum overall width required, kerb line to
separation line = D + M – L – J
Notes
parking
• D1 = 5.4 sinØ + 1.9cosØ
• D2 = D1 – 0.6 sinØ
• D3 = D1 + (A-1.9) cosØ
Figure 19.2.2-D:- Layout and minimum road width for


Page 19-10
GUIDELINE 3
19.2.3 Centre of Road Parking

Unprotected centre of the road parking should only be considered in streets with low through traffic volumes
and where all traffic moves slowly. The central line of parked vehicles separates opposing traffic flows and
provides a continuous refuge for pedestrians, but this type of parking generates additional, uncontrolled
pedestrian movements across the road. Care should be taken to provide enough clearance back from
intersections such that adequate sight distance is provided for moving vehicles within the intersection,
vehicles accessing and exiting from car spaces and for pedestrians crossing the roadway adjacent to the
end spaces.
A combination of parallel kerb side parking and 90 degree angle central parking will provide a large number
of street parking spaces per unit length of road, refer to Figure 19.2.3-A for an example. Angle kerb side
parking is not usually possible where a through traffic movement is to be provided due to the extra aisle
width required and the conflict between vehicles moving along the traffic lane and vehicles performing a
parking manoeuvre. Where varied time limits for parking are desirable the longer stay limit is usually applied
to the centre of the road parking zone. This arrangement will minimise the turnover of parking spaces in the
centre of the road.
Figure 19.2.3-A.vsd
Figure 19.2.3-A:- Typical centre of road parking layout

For low flow situations
On arterial roadways or areas with higher traffic flow centre of the road parking may be provided if the
median width is wide enough to provide a parking area that is isolated from the through traffic as shown in.
Figure 19.2.3 - B The parking area can be designed to the same standards as off street parking.
KERB
Figure 19.2.3-B.vsd
Figure 19.2.3-B:- Recommended layout for centre of the road parking

For arterial roads and high volume streets

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GUIDELINE 3
Design requirements.
Table 19.2.3-A gives a guide to minimum roadway width, related to traffic volume, which should be available
before centre of the road parking is permitted. For streets with a traffic volume greater than 800 vehicles per
hour and for arterial or multi lane roads the median parking should be designed to comply with off-street
parking standards.
Table 19.2.3-A:- Centre of road parking – Minimum roadway width.
One-way flow, Minimum roadway width

Vehicles per hour (metres)
Up to 400 23.0
401 to 800 29.0
19.2.4 Parking Restrictions at Intersections

Parking should be designed so as not to interfere with sight distance or impede the flow of turning traffic at
intersections. Extra distance will be required for kerb side angle parking to allow a vehicle to safely reverse
into the oncoming traffic flow. The regulatory ‘no stopping’ distance at an intersection will be specified by the
local traffic regulations and shall be adopted as a minimum distance with consideration given to safety and
operational conditions. Typical distances are shown in Table 19.2.4-A, channelised intersections and
curved alignments through an intersection may require additional clearance. Other cases where regulatory
distances may be insufficient include:
• Angle parking in the main street
• Main street parking on a curve.
• End spaces sometimes occupied by large vehicles
Table 19.2.4-A:- On-street parking restrictions near intersections

Typical distances
Type of parking Typical distance
Un-signalised intersections
Parallel parking 6 metres on the approach and departure sides.
Angle parking 12 metres on the approach side.
9 metres on the departure side.
Signalised intersection
(Basic configuration)
Two major roads (high volume or arterials) 100 metres along each leg of the intersection
Un-signalised urban and other intersections 30 metres on the approach side.
15 metres on the departure side.

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GUIDELINE 3
(a) Parking at Signalised Intersections

The distance that parking should be restricted on the approach and departure side of signalised
intersections and mid block signalised pedestrian crossings is to be assessed on a case by case
basis. For high volume roads and arterial roads there should be no on-street parking for the
expected que length on the approach to the signal stop line, the que length can be reduced for this
calculation if parking is only allowed at off-peak times. Consideration should also be given to the
provision for adequate length for right turning traffic to move out of the through traffic lanes. Where
multiple lanes are marked at the intersection approach the departure restricted parking length is
based on the required downstream merge length and is influenced by traffic volumes and the
posted speed limit of the road, refer to Figure 19.2.4 – A . If parking is allowed within the restricted
areas there will be a decrease in the through traffic volume and safety due to the disruption caused
by parking and un-parking manoeuvres.
Downstream Merge Length

Typically100m
Figure 19.2.4-A.vsd
Intersection Storage Length
Typically100m
Figure 19.2.4-A:- Parking Restrictions at traffic Signals
(b) Indented Parking

For low volume streets and streets with slow through traffic movements, up to 50km/hr the figures
in Table 19.2.4-A for on street parking restrictions near intersections can be considered. In these
cases the parking space kerb should be indented to encourage through and turning traffic away
from the parked vehicles. If space permits the end parking space kerb should be tapered to allow
street sweeping machinery to access the corner of the parking bay. In existing situations or places
where indented parking spaces are desirable but cannot be constructed, raised pavement markers
can be placed along the edge of the desired vehicle path to lead the vehicle through a turn to pass
away from the parking spaces.
T yp i ca l l y
6 .0 m
P ro p e rty B o u n d a ry
In d e n te d P a rki n g
Figure 19.2.4-B.vsd
L i n e M a rki n g K e rb
Figure 19.2.4-B:- Indented Parallel Parking Spaces

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GUIDELINE 3
(c) Mid-block Pedestrian Crossings

Where a marked pedestrian crossing (Zebra crossing) is located mid-block or at an intersection,
parking should be restricted to allow for mutual sight distance between the pedestrians and
approaching vehicles, Figure 19.2.4 – C shows the typical restrictions in tis area.
Y 3.6 X
KERB
Figure 19.2.4-C.vsd
X Y
X Y
Minimum 9m 3m
Desirable 12m 5m
At a school 18m 9m
(min.)
Figure 19.2.4-C:- Marked Road Crossing Parking Restrictions
19.2.5 Parking Provision for Special Groups

Special groups of vehicle type or user may need to be considered in the provision of on-street parking, these
groups include:
• Trucks
• Taxis
• Motorcycles and scooters
• People with physical disabilities
• Buses
• Bicycles
(a) Trucks
The long term parking of trucks except light commercial vehicles on-street is not practical because
of the space requirements and is generally discouraged and often restricted by local law. Where
public parking is to be provided for trucks a separate area off-street should be provided, designed
specifically for truck movements. In the event that kerb side parking is to be provided for trucks the
parking space length should include the truck length plus manoeuvring length for parking and un-
parking.
Loading zones provide an area for short term stopping to load or unload goods from a commercial
vehicle. They should be provided where it is necessary to allow vehicles to stand for the picking up
or setting down of goods without disrupting the through traffic movements. The loading zone
should allow parallel parking and a length which will cater for the expected vehicle dimensions plus
manoeuvring space to access the loading zone. Bearing in mind that the loading zones need to be
close to the premises being served, the loading zone should if possible be located at the end of
parking zones to allow easier access. Loading zones are suited to locations adjacent to
intersections as the vehicle can gain direct access to the loading zone and as loading zones
generally have a lower occupancy rate the intersection area will have a more open appearance.
Truck parking zones may be warranted in areas where heavy goods vehicles are used in greater
numbers such as industrial areas or goods transfer facilities
Page 19-14
GUIDELINE 3
(b) Taxi Stands and Feeder Stands

Taxi stands should be provided in locations convenient for patrons. The length of the taxi stand
should be calculated by multiplying the number of required spaces by 5.4m. Taxi stands should be
oriented parallel to and facing the same direction as the adjacent traffic lane. Where the length of
the taxi stand becomes excessive to supply patron demand a feeder stand should be established
at a reasonable distance from the main taxi stand. The feeder stand should be located such that
the lead taxi can observe when a space becomes available. A feeder stand can serve more than
one taxi stand.
(c) Motorcycles and Scooters

Motorcycle and scooter parking zones are generally provided in groups according to demand.
Conversion of car parking spaces as illustrated in Figure 19.2.4. – A can provide the required
facilities. Use of irregular spaces and undersized remnants of car parking spaces should also be
considered. Where there is a problem with cars occupying motorcycle parking zones kerbing may
be warranted for parking control. The minimum size of a motorcycle parking space is 2.5m X 1.2m.
Kerb
2.5
1.2
Figure 19.2.5-A.vsd
ParallelParkingZone
Kerb
1 .2
2 .5
AngleParkingZone
(refer to note)
NOTE: In angle parking zones, only car spaces at the ends can be
converted, and then only if the road crossfall is not too steep.
Figure 19.2.5-A:- Motorcycle and Scooter Parking Layouts
(d) Parking for People with Disabilities

In any parking zone it is desirable to set aside a number of parking spaces specifically for people
with physical disabilities. Such spaces should be located in angle parking zones as adequate
provision for people with disabilities at kerbside parallel parking spaces, particularly provision for
wheelchair access, can be difficult. The establishment of the proportion of spaces to be allocated
to people with disabilities should be the subject of a local area study, the spaces should be located
close to the likely destination. In locating these spaces account should be taken of:
(i) Proximity of any local establishments towards which people with disabilities are likely to
access.
(ii) Ease of access from the parking space to the adjacent building.

Page 19-15
GUIDELINE 3
Parking spaces for use by people with disabilities shall comply with the following:
(i) Pavement requirements – A parking space shall consist of an unobstructed area
having a firm plane surface, all at one level having a fall not exceeding 1:40 in either
direction of parking or at 90 degrees to it, or 1:33 if the surface has a bituminous seal.
(ii) Space width – angle parking – For angle parking the parking space width shall not be
less than 3.2m. This width shall be regarded as an absolute minimum as it will often be
difficult for a person with a disability to cope with wheelchair transfer if the adjacent
parking space is occupied. Wherever possible, it is desirable to provide a space of up to
3.8m.
(iii) Space width – parallel parking – Parallel parking spaces for people with disabilities
shall not be marked unless:
- A 3.2m wide space can be provided, e.g. by indenting the space into the footpath area.
- Kerb ramps as shown in Figure 19.2.5-C are also provided.
(iv) Delineation of spaces – Parking spaces for disabled people shall be identified by
parking control signs incorporating the international symbol of access for people with
disabilities and have an appropriate symbol painted on the pavement where it is
practical to do so
3200 min. 3200 min.
Figure 19.2.5-B.vsd
2700 O verlap
500
Dimensions are in millimetres
Figure 19.2.5-B:- Parking Spaces for People with Disabilities
(v) Overlap Allowances – At the sides of a parking space an overlap of 500mm may be
used when the unobstructed width of the adjoining surface is 1000mm or greater and
the surface meets the requirements of (1) above and is the same level as the parking
space but is not another parking space. Refer to Figure 19.2.5.- B
(vi) Provision of accessible path of travel – A continuous accessible path of travel shall
be provided between each parking space and the adjacent footpath, and hence to the
final destination so that the path does not cross any vehicular paths at an uncontrolled
location.

Page 19-16
GUIDELINE 3
Kerb ramps
1.0m wide
Sign Sign Kerb
3.2
Endbay-5.5
Middlebay-6.7
On-streetparallelparkingspace
Figure 19.2.5-C.vsd
Kerb ramps
1.0m wide
Sign
Sign Kerb
5.4
3.2 min 3.2 min
On-streetangleparkingspace
NOTES:
y Two 1.0m wide kerb ramps should be provided at the locations shown. Two or
more adjacent disabled spaces will normally only require one ramp each.
y Parking space may be delineated with yellow broken lines. International access
symbol may be painted in yellow within the parking space
Figure 19.2.5-C:- Parking Spaces for People with Disabilities

Page 19-17
GUIDELINE 3
19.2.6 Environmental Factors for On-street parking

The high demand for on-street parking in many urban areas will put demand on governing bodies to provide
more parking than is environmentally reasonable and safe for all users. The design of on-street car parking
shall include consideration of the following:
• Provision of adequate end clearances to intersections and driveways.
• Preservation of safe and convenient pedestrian access.
• Protection of parking areas from through traffic
• Identification of unsafe parking locations.
• Pedestrian and children’s school crossings.
• Bus and light rail stops.
• Railway level crossings.
• Fire hydrants
• Road bridges, except where parking provision have been made.
(a) Provision for Pedestrians

On-street parking areas should be arranged so that obstruction of pedestrians and encroachment
onto pedestrian paths is minimised. The following requirements shall be observed:
(i) Angle parking front in – shall not be permitted adjacent to footpaths 2.0m in width or less
unless wheel stops controlling front overhang encroachment onto the footpath are provided.
(ii) Angle parking reverse in - – shall not be permitted adjacent to footpaths 2.3m in width or less
unless wheel stops controlling rear overhang encroachment onto the footpath by more than
300mm are provided. In this case, the effects of the parked vehicle exhaust fumes on
pedestrian traffic should also be monitored and additional clearance to parked vehicles be
provided (eg. By wheel stops, footpath widening, change parking style) if necessary.
(iii) Where parking is permitted in a wide median or separator a clear width of 900mm shall be
provided for pedestrians in the median in addition to the car space width/length along the
road alignment.
(b) Protection of Through Traffic

There will be instances where the provision of parking zones on busy or high speed roads or in
unexpected locations is likely to create a hazard. Typical locations which should be considered for
protection include:
(i) Kerb side parking part way around a right hand curve with limited sight distance across the
curve.
(ii) Parking just beyond a crest vertical curve.
(iii) A parking area that starts just beyond a roadway narrowing or lane reduction.
(iv) Parking on the left hand side of a one-way roadway.
(v) Any location where the parking area protrudes an un-expectedly large distance into the
roadway or where parking manoeuvres may encroach into a high speed traffic lane.

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GUIDELINE 3
The simplest form of protection of through traffic in hazardous situations involves the use of edge
lines or transition lines supplemented with raised pavement markers to lead the through traffic
around the hazard. Raised pavement bars may also be used to guide vehicles away from the
hazard.
Alternatively indented parking bays will give through vehicles protection from parked vehicles, the
indented bays can be created by indenting the spaces away from the through traffic or by
constructing a short kerb extension at the leading end of the parking bay. The kerb extension can
also be used to create a safer pedestrian crossing approach or as a component of a traffic calming
slow point for through traffic. Care should be taken to ensure that the kerb is adequately
delineated for approaching vehicles.
(c) Unsafe Parking Locations

The following locations are generally considered to be unsafe for parking and should not be used:
(i) On the inside of sharp curves, it is often difficult to protect such a parking zone from
oncoming traffic and the hazard will generally be greater if the parking zone is only partly
occupied.
(ii) Within a ‘T’ junction opposite the terminating road, the hazard is greater if the terminating
road has a high volume of traffic, is a high speed road or if the approach is on a steep down-
grade. Hazards can include vehicles over-running the intersection or misjudging the turning
path. People entering or leaving the vehicle on the driver’s side are most vulnerable.
(iii) On islands and reservations including the central island of a roundabout. The sources of
possible hazard include obstruction of intersection sight distance for moving traffic.
(iv) Movements into and out of parking spaces in unexpected locations and reductions the
effective width of moving traffic lanes.
(v) Areas where hazardous pedestrian movements are likely to occur.
19.2.7 Parking Control Measures

In many areas of intense residential, business or industrial activity demand for on-street parking space
exceeds supply. Space available for parking must therefore be allocated on a priority basis. I such cases
the responsible authority will need to estimate the total demand and allocate priorities among the competing
interests. This will need to be done over a sufficiently large area so as to ensure that a parking problem is
not just transferred to an adjacent area or street.
In residential areas, the residents demands for long term parking near their homes is usually paramount.
This can be achieved by imposing parking time limits for general use with exceptions for vehicles displaying
a resident parking permit or banning non-permit vehicles from parking. In such areas consideration should
be given to the allocation of parking spaces for visitors.
In business areas, parking associated with the conduct of business usually takes priority. This includes short
term parking for clients or customers, bus stops and taxi ranks for clients customers and workers who do not
drive and loading zones for the delivery and pickup of goods. The exact priorities for parking can only be
decided by study and consultation with the interested parties and businesses. Parking of increasing duration
will generally be located the greatest distance from the main activity area thus providing a higher parking
space occupancy turnover, providing the greatest convenience to the greatest number of people wishing to
access the area. Long term parking is often provided in off-street parking facilities.
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GUIDELINE 3
In industrial areas, it is desirable to ensure that business related parking, particularly long term parking does
not spill into adjacent non-industrial areas. Off-street parking should be provided for long term parking with
on-street parking being available for short term parking to be access by customers. Loading facilities are
generally located off street.
In all the above areas consideration must be given to the design of parking spaces for disabled driver or
passengers. This can include the provision of spaces for disabled drivers or passengers as well as other
concessions such as the allocation of special time limits.
(a) Parking Control

Parking control is usually enforced by use of parking control signs placed along the street, edge
pavement marking or a combination of both. The requirement for the use of these control
measures is usually specified by local standards.
Parking control can be used to limit parking duration, control types of vehicles or users allowed to
access the space, provide a clearway allowing the parking lane to be used as a through lane where
peak hour traffic volumes exceed the available lane capacity. Where clearway parking control is
implemented the clearway should be a continuous non-stopping control for as long a length as
possible. The clearway duration should be at least one hour and adjusted to suit local traffic
volumes and times. The traffic volume at which a clearway lane should start to operate and hence
make an extra lane available for moving traffic is shown in Table 19.2.7-A
Table 19.2.7-A:- Guidelines for the Provision of Clearways
Flow lanes available in one One way flow rate at which Flow rates available in
direction before clearway stopping is banned (vehicles per one direction after
installed hour) clearway is installed
Street with mixed light rail and
motor traffic
1 600 2
2 1200 3*
Street with no light rail or
segregated light rail tracks
1 800 2
2 1600 3
3 2400 4
*For the safety of alighting and boarding passengers, refuge islands should be provided beside the
tracks for light rail stops on streets where there are two or more flow lanes to the right of the light rail
tracks.
Fee Payment Parking

For on-street parking the two general types of parking fee collection are meter parking and coupon
parking.
The benefits of a properly designed fee payment parking scheme include:

• Increased turnover in parking space occupancy, this can reduce the traffic volume by eliminating
vehicles circulating in search of a parking space.
• Provides an accurate time check on parking duration, thereby simplifying enforcement.

Page 19-20
GUIDELINE 3
• Will discourage long term users from parking in zones allocated to short term parking.
• Reduce the number of people required for time limit enforcement.
• The opportunity to impose price controls on the demand for kerbside parking. Maximum
charges can be imposed where the demand is greatest, whereas lower charges can assist in
redistributing demand to less competitive areas.
19.3 Off-street Car Parking

This section gives the general criteria to be used in the design of parking modules and circulation roadways
within off-street car parking facilities.
19.3.1 General Description

An example of an off-street car park illustrating the various elements which make up the parking modules,
access and circulation paths together with terms used to describe each of the elements is shown in Figure
19.3 1 – A .
Upper Level Car Park

Parking Aisle
Circulation
Parking Aisle Aisle
Access
Circulation Roadway
Driveway
Parking Aisle
Parking Aisle
Figure 19.3.1-A.vsd
Circulation
Roadway
Blind
Aisle
Parking M odules
Figure 19.3.1-A:- Example of an Off-street Car Park.

Page 19-21
GUIDELINE 3
19.3.2 Preliminary Design Considerations
(a) Design Coordination

The layout design of an off-street car park shall consider, as an integrated and coordinated design,
the entire facility including:
(i) Parking modules
(ii) Circulation aisles and roadways
(iii) Access driveways
(iv) Frontage road access (if required)
The management of traffic within the parking facility should take into account the following:
(i) The need for traffic to move to and from the frontage road with minimum disturbance to the
through traffic movement and with maximum pedestrian safety.
(ii) Provision of adequate capacity in circulation roadways and aisles to handle peak hour
movements without congestion.
(iii) Arrangement of internal roadways to avoid as far as practicable, conflicts between
intersecting streams of circulating traffic.
(iv) Provision of minimum length travel paths between entry/exit points and parking spaces.
(v) Safe treatment of points of conflict between pedestrians and other road users.
(b) Parking Angle

The preferred parking angle for off-street parking is 90 degrees. This will generally give the
flexibility of two way vehicle movement along the aisles. Parking angles of 30, 45 and 60 degrees
can be considered if space is limited and one way movement can be assured. Such arrangements
can have the advantage in areas of high occupancy turnover of allowing a more direct access and
exit movement to the car park spaces.
(c) Parking Module Length

Parking aisles should not exceed 100m in length (approximately 40 x 90 degree parking spaces on
either side of the aisle. Aisles of greater length than 100m can encourage higher vehicle speeds
and increase the risk of collision and other safety problems, particularly for pedestrians. If long
lengths of aisle cannot be avoided, consider the installation of traffic calming devices such as
speed humps, pedestrian zebra crossings may also be warranted in some situations.
(d) Parallel Parking

Parallel parking is best avoided in off-street car parks unless it is located such that the parking
manoeuvres do not disrupt circulating traffic movements. Where it is to be permitted on circulation
roads the design requirements are similar to on-street parallel parking and should be provided as
set out in 19.2.1 Kerbside Parallel Parking. Parallel parking on one side of a parking aisle with
angle parking on the other side is undesirable as it can result in a significant incidence of minor
damage to the sides of the parallel parked vehicles.

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GUIDELINE 3
19.3.3 Design of Parking Modules
(a) Parking Spaces

Dimensions of angle parking spaces are shown in the On-street Parking section Figure 19.2.2-A to
Figure 19.2.2-D. The classification of off-street car parking facilities is similar to the requirements
for on-street parking and are shown in Table 19.2.2-A. The design of parking spaces shall be
designed as follows.
Length. The nominal length of a parking bay shall be 5.4m, this dimension can be varied as
follows:
(i) End Overhang. Where a vehicle may overhang the end of a space, e.g. at a kerb, provided
the area behind the kerb is unobstructed and not required as a footway or similar purpose,
space requirements measured parallel to a parked vehicle can be reduced by 600mm. Ends
of bays shall conform to the requirements for wheel stops.
(ii) Small Car Space. In certain circumstances it may be appropriate to provide a space smaller
than specified above and which is designed as a small car space. The provision of small car
spaces within a car park which is open to the public shall be minimised. If provided such
spaces shall be located such that if the space is occupied by a larger vehicle it will not
obstruct the main traffic circulation or affect adjacent spaces. Each small car space shall be
identified by signs, colour coding or both.
The size of a small car space is based on the 50th percentile vehicle length. The minimum
dimensions shall be 2.3m wide X 5.0m long.
Width. The minimum width of parking spaces required for each user class is shown in Table
19.2.2-A. If necessary this may be varied as follows:
(vii) Small car space. The size of a small car space is based on the 50th percentile vehicle
length. The minimum dimensions shall be 2.3m wide X 5.0m long.
(viii) Adjacent obstruction. If the side boundary of a space is a wall or fence, or if there are
obstructions such as columns placed so as to restrict door opening,300mm should be added
to the width of the space.
(ix) Blind aisles. The width of the end spaces should be increased by 1.0m to allow access.
(x) Users with a disability. Parking spaces dedicated to people with a disability should,
wherever practicable, be made wider than the specified minimum, refer to Table 19.2.2-A
Attention is also drawn to the reduced space width requirement for 30 degree parking as shown in Figure
19.2.2-A
In the design of buildings to be used totally or partially as parking stations the location of structures such as
columns should be in accordance with Section 19.6 Additional Requirements for Car Parking Structures
(b) Parking Aisle

The width of parking aisles is determined from either the width needed for circulating traffic or the
width required to manoeuvre into and out of a parking space. In the latter case the width will vary
depending on the width of the parking space, wider spaces require less aisle width for a parking
manoeuvre. The minimum aisle widths required are shown as value ‘M’ in Figure 19.2.2-A to
Figure 19.2.2-D. To cater for circulating traffic, aisle widths shall not be less than 2.9m for one-
way circulation and 5.5m or two-way circulation.

Page 19-23
GUIDELINE 3
Two way aisles should only be adopted for 90 degree angle parking.
The design of turns between an aisle and a ramp or circulation roadway or between two aisles will
require extra area for turning movements, for design standards refer to Section 19.4 Design of
Circulation Roadways and Ramps.
(c) Blind Aisles

At blind aisles the end spaces shall be 1.0m wider than the adjacent spaces as shown on Figure
19.3.3 – A . In car parks open to the public the maximum length of blind aisle shall be equal to the
width of six 90 degree parking spaces unless provision is made for vehicles to turn around at the
end and drive out forwards. The parking angle for blind aisles shall be 90 degrees.
Figure 19.3.3-A.vsd
Blind Aisle
1.0m
Figure 19.3.3-A:- Blind Aisle Extension
Parking Module Layout

Layouts of typical parking modules are shown in Figure 19.3.3-B. Note that values for A, C and M are listed
in Figure 19.2.2-Ato Figure 19.2.2-D of the on-street parking section and can be applied to the off-street
parking modules.

Page 19-24
GUIDELINE 3
Modulewidth
Aisle
width
(M)
Spacewidth(A)
Spacelength=5.4m
Modulelength=100mmax.
Figure 19.3.3-B.vsd
90 Degree Parking
Modulewidth
width(M)
Spacewidth(A)
Aisle
Le ac e
5.4 gth
Sp
n
m
Modulelength=100mmax.
Parking Angle other than 90 Degrees
Figure 19.3.3-B:- Parking Module Layouts
(d) Physical Controls

Physical controls may be required within a car park as follows:
(i) Kerbs – On one or more sides of a parking space to restrict vehicles in order to protect
pedestrian walkways, landscape areas, and any other non trafficable areas generally that
are at about the same levels as the parking space from encroachment.
(ii) Barriers – To contain vehicles at the edges of platforms or decks, or to prevent

encroachment onto pedestrian facilities.
(iii) Wheel Stops – To limit the travel of vehicles when manoeuvring into a parking space.

Page 19-25
GUIDELINE 3
(e) Kerbs
Vehicles may be allowed to park overhanging a kerb at the rear of a parking space provided that:
(i) The kerb is no more than 150mm high.
(ii) The area up to 1.2m behind the kerb does not slope up from the top of kerb. (risk of
grounding a vehicle with low ground clearance)
(iii) The pedestrian areas behind the kerb are not obstructed.
If an overhang cannot be tolerated then wheel stops shall be provided. Kerbs in vulnerable areas
may need bollards or a fence to make them visible to car drivers.
(f) Barriers
Barriers shall be constructed to prevent vehicles from running over the edge of a raised platform or
deck of a multi-story car park including the outer perimeter of all decks above ground level. They
are required wherever the drop from the edge of deck to a lower level exceeds 600mm. At drops
between 150mm and 600mm wheel stops shall be provided. Barriers shall comply with the
following requirements:
(i) They shall be designed structurally to the local loading requirements.
(ii) If located at the end of a parking space, they shall be a minimum of 1.3m high so that
drivers reversing into a space can see the barrier above the reae of the vehicle. The upper
portion of the barrier can be a light structure as it is provided for sighting purposes only.
(iii) They shall not be constructed of brickwork, un-reinforced concrete or other materials likely to
shatter on impact.
Wheel Stops
Wheel stops shall be provided wherever it is necessary to limit the travel of a vehicle manoeuvring into a
parking space. They should be provided to control the kerb overhang where such an overhang would
inconvenience or be hazardous to pedestrians. They may also be provided where contact with an end
barrier or high kerb is a problem, or where encroachment into a opposing space in the adjacent parking
module needs to be restrained.
Wheel stops shall be 90mm to 100mm in height above the pavement and not less than 2.0m in length across
the parking space.
Where revers-in parking is not likely, such as 30, 45 or 60 degree angle parking modules with one way
aisles, or where minor encroachment over the kerb (up to 400mm past the kerb) by a reverse in vehicle can
be tolerated wheel stops should be set in the front in position. If reverse in parking is likely and
encroachment over the end of the parking bay is undesirable, the wheel stops should be located for the rear-
in position. In the latter case it is desirable to make reverse-in parking compulsory as front-in parked
vehicles may encroach on the aisle.
If wheel stops are provided to restrain vehicle contact with a kerb higher than 150mm or a wall, a further
200mm should be added to the wheel stop distance from the end of the bay to cater for vehicles with a
longer overhang than the design vehicle.

Page 19-26
GUIDELINE 3
For wheel stop locations refer to Figure 19.3.3 – C
S=620mm(Note2) S=900mm(Note2)
Kerb<150mmhigh
Front inlow kerb Rear intolow kerb
Figure 19.3.3-C.vsd
S=820mm(Note3) S=1100mm(Note3)
Wallorhighkerb
Front into wall or high kerb Rear into wall or high kerb
S=wheelstopdistance(measuredtothepointofcontactwiththetyre)
NOTES:
1. Wheel stop distancesshown in this figure are for 100mm high wheel stops. (Refer to Table 19.3.3-A)
2. Wheel stop distancesare set for the standard design vehicle.
3. Wheel stop distances are set to allow200mm clearance to the wall for the standard design vehicle.
Figure 19.3.3-C:- Location of Wheel Stops

Page 19-27
GUIDELINE 3
Table 19.3.3-A:- Wheel Stop Distances
Wheel stop distance to front of parking space
Parking to kerb ≤ 150mm Parking to kerb ≥ 150mm high or wall

high
Wheel stop height (mm) Wheel stop height (mm)
Parking
90 100 90 100
direction
Front in 630 mm 620 mm 830 mm 820 mm
Rear in 910 mm 900 mm 1 110 mm 1 100 mm
(g) Other Protective Devices

Protective devices shall be provided as necessary to protect parts of a building, wall or other fixed
objects or equipment from damage by vehicles. Such protection shall include devices to prevent
vehicle encroachment into pedestrian ways, stairs, doorways, lifts, emergency access points and
other access ways. Appropriately located bollards are suitable for these purposes. Protective
devices shall be clearly visible to drivers when in their normal driving position.
All such protective devices shall be capable of resisting collision by a 1500kg vehicle travelling at
4.0m/sec.
Parking for People with Disabilities.

Refer to 19.2.5 Parking Provision for Special Groups, Parking for People with Disabilities
(h) Car Park Gradients

The maximum gradients within a parking module shall be as follows:
(i) Measured parallel to the angle of parking – 1 in 20 (5%)
(ii) Measured at 90 degrees to the angle of parking:

- Desirable maximum – 1 in 20 (5%)
- Absolute maximum – 1 in 16 (6.25%)
(iii) Within parking spaces for people with disabilities – refer to the previous section.
The minimum gradients such that floors will drain adequately, the minimum gradients are included
in Table 19.3.3-B

Page 19-28
GUIDELINE 3
Table 19.3.3-B:- Minimum Gradients

On Parking Floors
Type of Surface Minimum Gradient
Exposed Areas
- Bituminous seal 1 in 33 (3.0%)
- Asphaltic concrete
1 in 40 (2.5%)
- Cement concrete
1 in 50 (2.0%)
Covered Areas
- All cases 1 in 200 (0.5%)
(i) Provision for Motorcycles and Scooters

The recommended provision for motorcycles and scooters is shown in Figure 19.3.3 –D
Kerb
Figure 19.3.3-D.vsd
2 500 mm
Motorcycleparkingarea1.2m
widthpermotorcycle
Figure 19.3.3-D:- Motorcycle and Scooter Parking Provision
19.4 Design of Circulation Roadways and Ramps

Circulation roadways and ramps provide access between the car park entry/exit points and parking
modules. They also provide for traffic circulating between modules. In small car parks of
approximately one module in size, access can be provided directly from a frontage road to the
module or via a circulation road where parking is permitted along the circulation road. In large
single level car parks the circulation roads should be kept free of parking. In multi-storey car parks
all circulation roadways near entry/exit points, and all ramps shall be kept free of parking. On
parking floors the need to utilize space efficiently will usually require the provision of car parking
spaces along circulation roadways.
19.4.1 Layout Design of Circulation Roadways and Ramps.

Cross sections of circulation roadways and ramps are illustrated in XXXX. These are base on dimensions as
follows:

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GUIDELINE 3
Straight roadways and ramps – The limiting dimensions are as follows:

• One way roads or ramps – 2.9m minimum width between kerbs.
• Two way roads or ramps – 5.5m minimum width between kerbs.
• Double roadways or ramps – where there are to be two parallel roadways or ramps, separated by
a median or separator, each roadway or ramp shall be designed as a one-way roadway or ramp.
The median or separator shall be a minimum of 600mm in width and between 125mm and 150mm
in height, the preferred height being 125mm.
Where there is to be a barrier or kerb higher than 150mm and closer than 300mm from one edge of the
roadway or ramp, the roadway or ramp shall be widened to provide a minimum of 300mm clearance to the
obstruction. If there is to be a high barrier or kerb on both sides the minimum offset to the obstruction shall
be 300mm on both sides.
Curved roadways and ramps – Curved roadways and ramps will be designed as circular curves. Limiting
dimensions are shown in Figure 19.4.1-A. A separator or median shall be provided on two way curved
roadways or ramps where the radius of the outer kerb is 15m or less. A separator or median is optional for
larger radii.
Intersections – Intersections between circulation roadways or ramps, and with parking aisles shall be
designed such that the approach roadway and the intersection area are wide enough to accommodate
turning vehicles and there is adequate intersection sight distance. (based on the design speed of the
roadways and ramps) Vehicle turning templates for the 85th percentile vehicle should be used to check all
turning paths.
Where opposing turns occur the standard turning templates used should be an 85th percentile vehicle and a
99th percentile vehicle in combination.
300** 300** 300** 600 300**

min. Minimumroadway min. min. Minimumroadwaywidth min Minimumroadwaywidth min.
width*
150 150 125to150

max. max. max.
One-way or Two-way Roadway Two Parallel Roadways Figure19.4.1-A.vsd
300** 300** 300**

300**
min. min. min.
min. Minimumroadwaywidth Minimumroadwaywidth
>150 >150
>150
150 150
max. max.
High Obstruction on One Side of High Obstruction on Both Sides of

Roadway Roadway
NOTES:
Dimensions areinmillimetres
* Minimumroadwaywidth:One-wayroadway-2900mm
T wo-wayroadway-5500mm
One-wayoncurve-3600mm
T wo-wayoncurve-7800mm
**Increaseclearanceto500mmifontheoutsideofacurve
Figure 19.4.1-A:- Circulation Roadway and Ramp Cross Sections

Page 19-30
GUIDELINE 3
19.4.2 Ramp Grades

Limiting standards for ramp grades are as follows:
Straight Ramps –
• 20m long or more – 1 in 6 (16.7%) maximum

• Less than 20m long – 1 in 5 (20%) Maximum. Grade change transitions will usually be required.
Curved Ramps – as for straight ramps, except that the grade shall be measured along the inside (steepest)
edge.
Changes of Grade – To prevent vehicles scraping or bottoming, changes in grade in excess of 12.5 percent
algebraically (1 in 8) will require introduction of a transition between the main grade lines as illustrated in
Figure 19.4.2-A
Transitions of 2.0m in length will usually be sufficient to correct bottoming or scraping. They may be in the
form of a simple chord with grade calculated as half the algebraic sum of the two adjacent grades as
illustrated in , but for passenger comfort are usually constructed as a short vertical curve. Grade changes
substantially greater than 12.5 percent , or the need to cater for vehicles with unusually low ground
clearance or greater than normal length between front and rear axles (stretch Limousines) will require longer
transitions. Grade change transitions shall be checked for adequate clearance based on the expected
maximum design vehicle. (worst case)
Co
Up
Co
Up Down
Cc
Wa
Wa
Figure 19.4.2-A.vsd
Wa Ci
Ci
Superelevation
Superelevation
Ro Ri Ri
Ro
SingleRamp
Doubleramp(withseparator)

Page 19-31
GUIDELINE 3
Limiting Dimensions, m
Characteristic One-way Two-way
Outside Radius - Ro 7.6 min. 11.8 min.

Inside Radius - Ri 4.0 min. 4.0 min.
Lane Width - Wa 3.6 min. 3.6 min.
Clearance to Obstruction –
o Inside - Ci 0.3 min. 0.3 min.
o Outside - Co (see note)
0.5 min. 0.5 min.
o Between Paths - Cc
Superelevation 0.6 min.
1 in 20 (5%) max. 1 in 20 (5%) max.
Figure 19.4.2-A:- Dimensions of Curved Circulation Roadways and Ramps
Sloping Floors – In some parking structures the floor is sloped to provide the connection between parking
levels. Maximum gradients
• Measured parallel to the angle of parking – 1 in 20 (5%)
• Measured at 90 degrees to the angle of parking:
- Desirable maximum – 1 in 20 (5%)
- Absolute maximum – 1 in 16 (6.25%)
T ra n si t i o n
Ram p
Lr
Figure 19.4.2-B.vsd
T ra n si t i o n
G ra d e c h a n g e
Hr
G ra d e c h a n g e
Figure 19.4.2-B:- Changes of Grade on Ramps
Lr = length of ramp in metres

Hr = height of ramp in metres
Ramp grade = Hr x 100 Percent
Lr
Note:
The grade change is computed by subtracting one grade expressed as a percentage from
the adjacent grade, taking account of the algebraic sign which, for a given direction of travel,
is either uphill – positive or downhill – negative.
Page 19-32
GUIDELINE 3
19.4.3 Circulation Aisles

A circulation aisle is a roadway provided primarily for circulation but on which some parking is permitted.
Use of a circulation aisle is not recommended where the parking area it serves has more than 50 parking
spaces for a high turnover facility, 75 parking spaces for a medium turnover facility and 100 parking spaces
for a low turnover facility.
Circulation aisles will meet the following requirements:

Layout for Angle Parking – Where angle parking is provided on one or both sides of the aisle, parking
space lengths and aisle widths shall be based on those specified in 19.3.3, Design of Parking Spaces, but
with aisle widths increased by 5 percent to accommodate the maximum design vehicle.
Parallel Parking – Layout requirements for parallel parking on one or both sides of a one-way circulation
aisle are set out in
Aisle Width Space length ‘Z’ Space length Space length

(One – Way). ‘W’ Obstructed end spaces unobstructed end
‘Y’ spaces ‘X’
3.0 6.3 6.6 5.4
3.3 6.1 6.4 5.4
3.6 5.9 6.2 5.4
Note
Parallel spaces should be located at least 300mm clear of obstructions higher than 150 mm such as walls
rails and columns
Figure 19.4.3 - A
Where the aisle is two-way, the width shall increase by 3.0m.
Where parallel parking is provided on both sides of a two-way aisle, the aisle the aisle widths shown in

3.0 6.3 6.6 5.4
3.3 6.1 6.4 5.4
3.6 5.9 6.2 5.4
Note
Parallel spaces should be located at least 300mm clear of obstructions higher than 150 mm such as walls
rails and columns
Figure 19.4.3-A shall be provided on each side of the aisle centre line.
The following parking configurations are not recommended:

• Parallel parking on both sides of a one-way aisle, unless the aisle width is at least twice that shown
in
Page 19-33
GUIDELINE 3

3.0 6.3 6.6 5.4
3.3 6.1 6.4 5.4
3.6 5.9 6.2 5.4
Note
• Figure 19.4.3 – A
• Parallel parking on one side of an aisle and angle parking on the other side. Damage is common on
parallel parked vehicles caused by reversing vehicles from angle parking.
Left hand side kerb of one-way road or centreline of two-way road
DIRECTION OF TRAFFIC
Figure 19.4.3-A.vsd
W
X Z Z Y
INTERMEDIATE CONSTRAINED
2.1 min. END BAY
BAY END BAY
Wall, parapet etc. >150mm high 300mm

min. KERB LINE

3.0 6.3 6.6 5.4
3.3 6.1 6.4 5.4
3.6 5.9 6.2 5.4
Figure 19.4.3-A:- Minimum Space Length and Aisle Width Combinations

For Parallel Parking Manoeuvre

Page 19-34
GUIDELINE 3
19.5 Access Driveways to Off-street Parking Areas and Queuing

Areas.
To determine the access driveway widths and restrictions on their location along frontage roads, driveways
are categorised according to:
• Class of parking facility as shown in Table 19.4.3- A
• The frontage road type, either Arterial (including sub-arterial) or Local (including collector)
• The number of parking spaces served by the access driveway.
These categories are set out in Table 19.4.3 - A
Table 19.4.3-A:- Selection of Access Driveway Category
Frontage Access Driveway Category

Class of Road Type
Parking (see
Table 19.2.2-A) Number of Parking Spaces (Note 1)
<25 25 to 101 to 301 to >600

100 300 600
Arterial 1 2 3 4 5
Low
Local 1 1 2 3 4
Arterial 2 2 3 4 5
Medium
Local 1 2 3 4 4
Arterial 2 3 4 4 5
High
Local 1 2 3 4 4
Notes:
1) When a carpark has multiple access points, each access driveway should be designed for the
number of parking spaces effectively served by that driveway.
2) This table des not imply that certain types of development are necessarily suitable for location
on any particular frontage road type. In particular, access to arterial roads should be limited
as far as practicable, and in some circumstances it may be preferable to allow left turn only
movements into and out of the access driveway.
19.5.1 Width and Location
(a) Access Driveway Widths

Unless more accurate traffic flow data is available, the widths shown in XXXXX should be adopted.
Access driveways may require widening at the intersection with the frontage roadway to allow
turning movements from the kerb side lane without adversely affecting traffic flows in the frontage
roadway.

Page 19-35
GUIDELINE 3
Where separate entry and exit roadways are provided the separating median shall be at least 1.0m
wide.
Table 19.5.1-A:- Recommended Access Driveway Widths
Category Entry Width Exit Width Separation of

Driveways
1 3.0 to 6.0 Combined (see note) N/A
2 6.0 to 9.0 Combined (see note) N/A
3 6.0 4.0 to 6.0 1 to 3
4 6.0 to 8.0 6.0 to 8.0 1 to 3
5 Direct feed from a dedicated public roadway via an intersection controlled
by STOP and GIVEWAY signs, traffic signals, or a roundabout.
Dimensions are in metres.
Note:
Driveways are normally combined, but if separate, both entry and exit widths should be 2.9m min.
(b) Width Requirements at Low Volume (Category 1) Driveways

Where the circulation roadway leading from a category 1 driveway is 30m or longer, or sight
distance from one end to the other is restricted, the driveway and circulation roadway shall be a
minimum of 5.5m wide for at least the first 6.0m from the frontage roadway. On long driveways,
passing opportunities should be provided at least every 30m. In other cases subject to
consideration of traffic volumes on a case by case basis, lesser widths down to a minimum of 2.9m
e.g. at a single dwelling, may be provided. As a guide, 30 or more movements in a peak hour (in
and out combined) would usually require provision for two vehicles to pass on the driveway, i.e. a
minimum width of 5.5m.
Reversing movements into public street shall be prohibited wherever possible.
(c) Driveway Location

To keep conflicts between frontage road traffic and car park traffic to an acceptable minimum, the
following requirements shall be observed:
(i) Driveway categories 1 and 2 – At unsignalised intersections of sub-arterial, collector or

local streets with each other or with an arterial road, access driveways in categories 1 and 2
(see Table 19.5.1-A) should not be located in the sections of kerb shown by heavy lines in
XXXX
At signalized intersection, the minimum distance from the intersection, measured from the property
boundary along both legs, should be increased as necessary to locate driveways beyond the
influence of normal queue lengths at the intersections. If this is not practicable, it may be
necessary to provide:
- An arrangement that confines the traffic to turning left when either entering or leaving the car
park.
- A signalized driveway with signals coordinated with the intersection signals.
- Other traffic means of providing for safe and efficient operation of the driveway.

Page 19-36
GUIDELINE 3
(ii) Driveway categories 3,4 and 5 – Driveways in these categories should not be located :
- On arterial roads unless entrances and exits are designed and constructed as
intersection treatments catering adequately for all projected traffic flows.
- Closer to intersections than stated in categories 1 and 2 driveways listed above.
- Opposite other developments generating a large amount of traffic, unless all projected
traffic flows are provided for in a properly designed and constructed intersection
treatment, including the installation of signals if necessary.
- Where there Is a heavy and constant pedestrian movement along the footpath unless
this can be adequately catered for by some form of positive control such as traffic
signals.
- Where right turning traffic entering the facility will block through traffic.
- Where traffic using the driveways will interfere with or block the operations of bus stops,
taxi ranks, loading zones or pedestrian crossings. In these instances, it may be
appropriate to consider moving the bus stop or other facility, if this would result in the
best overall design.
Entry for left turning vehicles into driveways in categories 3,4 or 5 should be gained by the
first vehicular driveway reached by using the kerbside lane.
Figure 19.5.1-A.vsd
6
TP TP
Boundary
TP 6 TP
TP TP Kerb TP TP
6 6 6 6
X X
6 6
Kerb
Prohibitedlocationsshown
with aheavy line
Note:
Dimensions show n are in metres
The points marked ‘X’ are either at the median end on a divided road, or at the intersection of the road centre
line and the extension of the side road boundary line on an undivided road.
Figure 19.5.1-A:- Prohibited Locations of Driveways

Page 19-37
GUIDELINE 3
FrontageRoad
(see note1)
Figure 19.5.1-B.vsd
3.5m
Nopermanentsight Edge of
obstruction(seenote3) frontageroad
Carpark
exit
Y Y (see note 2)
Frontage Road Distance along Frontage

Speed (note 4) Road, ‘Y’ (m)
Km/hr Desirable Minimum

(note 5) (note 6)
<45 60 30
45 – 54 80 40
55 – 64 105 55
130 70
65 – 74
165 95
75 – 85 200 115
>85
Notes:
1) Separation line (undivided road), or left-hand edge of left-hand through lane (divided road).
2) A check to the right is not required at a divided road where the median is wide enough to
shelter a crossing vehicle.
3) Where the visibility is limited due to some removable obstruction (e.g. vegetation, earth
bank) attempts should be made to remove the obstruction. If parked vehicles in the frontage
road are likely to restrict visibility, parking should be banned for an appropriate distance
along the road.
4) The posted or general speed limit is used unless the 85th percentile speed is significantly
higher.
5) These distances are equivalent to a safe intersection sight distance (SISD) for urban
conditions.
6) These distances are equivalent to approach sight distance (ASD) for urban conditions.
Figure 19.5.1-B: - Sight Distance Requirements at Car Park Exits

Page 19-38
GUIDELINE 3
(d) Sight Distance at Driveway Exits

Driveway exits need to be located and constructed so that there is adequate intersection sight
distance to traffic on the frontage road and sight distance to pedestrians on the frontage road
footpath as follows:
(i) Intersection sight distance – Unsignalised access driveway exits shall be located so that the
intersection sight distance along the frontage road available to drivers leaving the car park is
a least that shown in Figure 19.5.1 – B .
(ii) Sight distance to pedestrians – Clear sight lines as shown in XXX shall be provided at the
property line to ensure adequate visibility between vehicles on the driveway and pedestrians
on the frontage road footpath.
Circulation
Roadway
Figure 19.5.1-C.vsd
These areas are to be kept clear
ofobstructions to visibility
5m
Property Property
Boundary Boundary
2m
Frontage Road
Figure 19.5.1-C:- Minimum Sight Lines for Pedestrians Safety
(e) Entry and Exit Lanes

It has been established that large car parks operate most efficiently if they are planned in such a
way that they operate in units of up to about 500 cars. Access driveways should be designed so
that the facility can be adequately serviced in the peak period for the car park.
The number of access driveway lanes required in a large car park will depend on the following:
(i) The total number of peak hour movements, estimated from the total number of parking
spaces in the car park multiplied by the mean expected turnover per parking space.
(ii) The proposed number of entry/exit locations.
(iii) The vehicular capacity of the lanes at the entry/exit point.
(iv) Any additional lanes needed to meet capacity requirements at the access driveway/frontage
road intersection.

Page 19-39
GUIDELINE 3
The following maximum lane capacities shall be used to determine the number of entry or exit lanes
required:
• Entry point
A. Free flow – 600 vehicles/hour/lane.
B. Automatic ticket issue and boom gate – 400 vehicles/hour/lane.
C. Manually controlled – 250 vehicles/hour/lane.
• Exit point
A. Free flow – 600 vehicles/hour/lane.
B. Ticket or token acceptance unit and boom gate – 400 vehicles/hour/lane.
C. Cashier controlled – 200 to 250 vehicles/hour/lane, depending on the parking fee structure.
Entry and exit points where high volume access driveways join frontage roads, i.e. generally driveways in
category 3 to 5, shall be analised to ensure that traffic operating characteristics are satisfactory. In
particular, unsignalised driveways shall be checked to ensure that the absorption capacity for traffic entering
or crossing the frontage road stream is adequate during times of peak activity. Likewise the capacity of
signalized intersections shall be checked using acceptance techniques. Failure of a proposed entry or exit
point to meet projected traffic capacity requirements will require either redesign
19.5.2 Gradients of Ramps and Access Driveways

At entry and exit points the ramp or access driveway should be graded to minimize problems associated with
crossing the footpath and entering the traffic stream in the frontage road.
Maximum gradients on ramps or access driveways, other than at domestic properties shall be as follows:
• Property line/building alignment – max. 1 in 20 (5%) across the property line or building alignment
and for at least the first 6.0m into the car park.
• Vehicular control points – max. 1 in 20 (5%) for at least 6.0m prior to the control point.
• Queuing area – max. 1 in 10 (10%) for not less than 0.8 of the queue length determined in Table
19.5.4-A
• Across footpaths – max. 1 in 20 (5%).
• For ramps at locations other than above refer to ‘Design of Circulation Roadways and Ramps’.
19.5.3 Gradients of Domestic Driveways

Maximum gradients of driveways at domestic properties shall be as follows:
• Across a footpath, i.e. between the edge of the frontage roadway and the property line – 1 in 20
(5%).
• Within the property – 1 in 5 (20%)
Grade changes should be designed and checked to ensure that vehicles have adequate vertical clearance
so as not to damage their undersides when negotiating them. Vertical transitions may be required to provide
adequate clearance.
It is recognized that in steep terrain the above limits may not be practicable, approval from the relevant
authority must be given before exceeding these standards.

Page 19-40
GUIDELINE 3
19.5.4 Queuing Areas

At an entry point the space to be provided between the vehicular control points and the frontage roadway
should be sufficient to allow a free influx of traffic which will not adversely affect traffic flows in the frontage
road. No parking space maneuvers shall be allowed to take place within the queuing area.
In critical cases the extent of the queuing area should be examined by the designers on the basis of
analyzing the following data:
• Traffic volume in surrounding streets
• The number of car parking spaces within the car park
• Anticipate peak entry/exit flow.
• Through rate of entry/exit at control points.
• Hourly parking accumulation and turnover.
• Freedom of movement beyond the control point.
In the absence of more specific guidance, the extent of the queuing area may be calculated from Table
19.5.4-A for a car park with boom gates and ticket issuing devices at entry points and based on the
proposed size of the parking station and anticipated peak hourly inflow of traffic. Observations of similar
parking stations may be used to obtain values for the above data.
Table 19.5.4-A:- Minimum Queuing Length at a Car Park with

Boom Gates at Entry Points
Capacity of Car Peak Hourly In-flow of Traffic

Park (Note 1) Up to 75% of Capacity More than 75% of Capacity (Note 3)
(Note 2)
Not more than 100 The greater of a minimum of 2 cars or The greater of a minimum of 2 cars or
cars 3% of capacity 4% of capacity
More than 100 cars 1st 100 cars: 3% of capacity 1st 100 cars: 4% of capacity
2nd 100 cars: 2% of capacity 2nd 100 cars: 2% of capacity
Additional cars: 1% of capacity Additional cars: 1.5% of capacity
A minimum queuing length of 3 A minimum queuing length of 3
cars/lane cars/lane
Notes:
1. Equal to the total number of parking spaces served by the entry point (proportioned where several
entry points service a common area).
2. Generally casual (short staying) and mixed patronage.
3. Tidal traffic typical of car parking for a special event.
The number of cars calculated from Table 19.5.4 – A should be rounded up to the next whole number and
length of 6.0m per vehicle allowed for in each lane.
In addition the following is to be observed:

• The queuing area in car parks using attendant parking should be at least twice as large as that given
in Table 19.5.4 – A
• An adjoining breakdown lane/strip 2.0m wide should be provided on one side of a single queuing
lane.
• Multiple queuing lanes shall each be a minimum of 2.7m wide.
• Queuing areas in a multiple entry car park should be based on the expected volume of traffic served
by each entry point.

Page 19-41
GUIDELINE 3
19.5.5 Access to Mechanical Parking Installations

Access to mechanical parking installations such as car stackers shall be by means of access roadways
designed in accordance with this standard, and providing sufficient vehicle storage to ensure that queues
waiting for service by the installation do not extend beyond the off-street limits of the parking facility under
normally foreseeable conditions.
When determining the amount of vehicle storage required, queu lengths shall be calculated by applying
conventional queuing theory to estimated mean arrival rates during normal peak periods, and mean service
rates under continuous demand, determined as closely as possible from observing the operation of similar
facilities. The storage area shall be designed to accommodate the 98th percentile queue under such
conditions. The queue length used in Table 19.5.4-A
19.5.6 Pedestrian Service

Parking areas should be designed such that through traffic is excluded, and pedestrian entrances are
separate from vehicular entrances and exits.
Where pedestrians must cross busy circulation roadways, they shall be guided to a safe crossing point which
shall have adequate sight distance and shall be provided with appropriate signage and pavement markings.
(a) Parking Structures

Statutory requirements in local building codes and ordinances usually cover access stairways, lifts
and escalators. These provisions are mainly related to fire protection requirements for the safe exit
of customers. They dictate the maximum exit travel distance to stairs and hence limit their location.
Apart from such considerations, user comfort demands certain minimum requirements for
pedestrian access ways.
Parking facilities up to three levels usually do not require lifts. Parking spaces for disabled persons
shall be located at pedestrian access level and be serviced by ramps where there is a level
difference.
Lifts and stair lobbies should be prominently marked to help users find them and to increase
personal safety and security. A stairway should, where possible, be located adjacent to each lift or
set of lifts.
In split level car parks, a stairway should be located at the split level, so as to provide pedestrian
access between these levels and avoid pedestrians having to use vehicular ramps.
It is essential that all approaches to stairs and lifts are positioned so that pedestrians approaching
and leaving them are subject to the minimum of risk.
(b) Surface Car Parks

When considering pedestrian provisions in the planning of surface car parks, the following
principles apply:
(i) Parking aisles should be perpendicular to the main traffic generator unless specific
pedestrian provision is made. This will minimize pedestrian/vehicle conflict.

Page 19-42
GUIDELINE 3
(ii) Special attention should be given to pedestrian movements at points where they cross
circulation aisles and roadways by endeavouring to provide the crossing points at locations
remote from the major concentrations of vehicular movement.
(iii) Service yards should be accessed separately from the car park.
19.6 Additional Requirements for Car Parking Structures

This section specifies particular requirements for the design of car parks in structures. They are additional to
the requirements of this standard which are relevant to all car parks.
19.6.1 Column Location and Spacing

The location of columns should be a balance between the cost of having widely spaced columns and the
increased safety and capacity gained by having longer beam spans. Clear span construction permits
column free floors, and is therefore important from the standpoint of safety. It also improves visibility, interior
lighting efficiency and ease of cleaning and maintenance. It can lead to a more efficient layout of parking
spaces, and hence a greater number per unit area of available floor space.
Columns in short span structures should be carefully located so as to cause minimal interference with traffic
circulation, parking manoeuvres or driver visibility. Too many columns close in an area and make drivers
uncomfortable. The shape of columns is also significant. The rectangular column is efficient in the 90
degree parking layout if the longer dimension is parallel to the sides of the parking space. Round columns
can be more flexible with regard to adaptability to parking angle.
Columns should not be located at the edge of a parking aisle. The difficulty of manoeuvring into a parking
space is increased by such a location. It is also desirable t avoid, if possible, locating a column opposite a
car door.
The dimensions for locating columns in a short span structure should be as given in Figure 19.6.1 – A The
preferred design envelope around a parked vehicle which shall be kept clear of columns, walls or other
obstructions, is shown in
Note
The Preferred design envelope provides for structural elements to be clear of all four side doors whereas the
standard dimensions provide for the front door only when nose in Refer to Figure 19.6.1-A
Figure 19.6.1-B. if this requirements is met, the dimensions in Figure 19.6.1-A will also be achieved
Drive in
X
A
Y O
A=
Parking space width (refer to Table 19.2.2-A)
Figure 19.6.1-A:- Column Location

Page 19-43
GUIDELINE 3
Parking Dimensions, mm
Angle
X, min. Y, min.
0 degrees
30 375 1825
45 530 2581
60 650 3161
75 724 3526
90 750 3650
300 Closed end ofspac e
50
Figure19.6.1-B.vsd
50
900
200 200
550
300 300
1900 5400
1000
750
300 Space width from 300

Figure 19.2.2-A
Dimensions in milimetres
Note:
The preferred design envelope provides for structural elements to be clear of all four side doors whereas the
standard dimensions provide for the front door only when nose in. Refer to Figure 19.6.1 – A
Figure 19.6.1-A
Figure 19.6.1-B:- Preferred Design Envelope Around Parked Vehicle
to be Kept Clear of Columns, Walls and Obstructions

Page 19-44
GUIDELINE 3
19.6.2 Headroom
To permit access to both cars and light vans, the height between the floor and the overhead obstruction shall
be a minimum of 2.2m.
Provided that arrangements are made to divert all vehicles other than cars, minimum headroom may be
reduced to 2.0m. The minimum available clearance shall be signposted at all entrances. Appropriate
warning devices such as flexible striker bars shall be provided in conjunction with signs wherever the
clearance is less than 2.3m.
Clearances shall be measured to the lowest projection from the roof, e.g. fire sprinkler, lighting fixture, sign.
Headroom at a sag type grade change shall be measured as illustrated in Figure 19.6.2 – A . It shall be
measured perpendicular to the chord of length equal to the wheelbase of the design vehicle located
longitudinally such that dimension H is a minimum.
Road humps should not be located near points where the headroom is critical.
Overhead Structure
Figure19.6.2-A.vsd
H
H = Headroom
W = Wheel base for the maximum design vehicle
Figure 19.6.2-A:- Critical headroom Measurement at a Grade Change
(a) Vertical Clearance Above Disabled Users Spaces

Car parking spaces provided for people with disabilities shall have a vertical clearance of not less
than 2.5m extending from the entrance to the allocated space to a horizontal offset of not less than
2.16m from the front of the space as illustrated in Figure 19.6.2 – B .
Note:
Where a wheel chair hoist is used, although the wheel chair is stored on the vehicle roof in a flat
position, allowance has to be made for the full height during the hoisting process.

Page 19-45
GUIDELINE 3
Spacemaybeusedfor
ductingorotherpurposes
Figure19.6.2-B.vsd
Wheel chairclearance
Clearanceheightof2500min.T obe
fromentrytoparkingspace
Fromentrytocarspace
LengthofCarSpace
Barrierorlineindicating
frontofcarparkingspace
Figure 19.6.2-B:- Vertical Clearance Required above Car Spaces for People with Disabilities
19.6.3 Design of Enclosed Garages

Fully enclosed garages shall meet the plan dimension requirements given below. These dimensions are
also applicable to garages within domestic properties.
• Single vehicle garage – The overall internal width shall be a minimum of 3.0m and the internal space
shall conform to the design envelope shown in Figure 19.6.1-B except that the entry splays can be
omitted and a door width of 2.4m minimum provided. A wider door may be required if there is not
sufficient manoeuvring space in front of the garage to allow a straight entry.
• Multiple vehicle garage – Parking spaces shall be 2.4m wideminimum. These shall be spaced as
follows:
- Single door for all spaces – spaces shall be contiguous with a further car door clearance of
300mm minimum on the outside of each outer space, and the entry door width shall be 2.4
times the number of spaces. (in metres)
- Separate door for each space – Both parking space and door width shall be 2.4m minimum.
A further car door clearance of 300mm minimum shall be provided between each parking
space and each doorway, and again at each side of the garage.
Each parking space in a multiple vehicle garage should separately conform to the design envelope in Figure
19.6.1-B except that the 300mm door clearances on the sides of the envelopes of two adjacent spaces may
be coincident.
Wider door than indicated above may be installed if there is not sufficient manoeuvring space in front of the
garage to enable a straight entry.

Page 19-46

Section 19 Parking

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Section 19 Parking

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Section 19

DRAFT FINAL Rev. 0 – February 2003 Section 20 – Stopping Places

Table 19.3.3-A:- Wheel Stop Distances ..................................................................................................... 19-28

Section 20 – Stopping Places DRAFT FINAL Rev. 0 – February 2003

(b) Base dimension

(c) Access driveway

(d) Base dimension

(e) Blind aisle

(g) Circulation aisle

(h) Circulation clearance

(i) Circulation roadway

(k) Collector road

DRAFT FINAL Rev. 0 – February 2003 Section 19 – Parking

(l) Disabled user

(n) End overhang

(o) Front overhang

(p) Latent (parking) Demand

(q) Local road

(r) Parking aisle

(s) Parking lane

(t) Parking module

(u) Parking space

(v) Parking station

(w) Queuing area

(y) Rear overhang