Parking Standards Nota Gemert-Bakel 2017.

1.1 Rationale

The municipality of Gemert-Bakel has an adopted Parking Policy Memorandum from 2013. In practice, some desired developments cannot be granted cooperation based on this policy document. These developments require more customization. The current Parking Policy Document does not provide sufficient guidance for this. It is also noted that some parking standards as applied are not realistic. Theory and practice are too far apart. The vision and outline policy are not being questioned, but there is a great desire to draw up realistic and up-to-date parking standards with room for flexibility and customization. This is the reason for drafting a new policy document for parking standards: the Nota Parkeernormen Gemert-Bakel 2017. This applies as an amendment to the Parking Policy Memorandum Gemert-Bakel 2013. As a result, chapter 2 paragraph 6, all of chapter 3 and all of chapter 4 of the Parking Policy Memorandum Gemert-Bakel 2013 lapse.

Objective Parking Standards Memorandum.

Updated text: Objective
To provide an assessment framework for determining the parking requirements of spatial plans and developments in the municipality of Gemert-Bakel in order to guarantee accessibility and livability. With the help of this assessment framework it must be prevented that as a result of spatial developments or changes parking problems arise in the public space. In addition, petrification should be prevented when this is not necessary.

To achieve this objective, the following principles are assumed:

1. Parking standards should have a positive impact on the livability and accessibility of the municipality of Gemert-Bakel;
2. Each initiator of (building) plans is responsible for providing a calculation for its own parking task and realizing its own parking solution;
3. A building initiative or change of function of a site should not cause or increase parking problems in public spaces;
4. There is the possibility of customization.

Starting point

The starting point for the Parking Standards Memorandum is the evaluation of the 2013 Parking Policy Memorandum. Starting points and discussion points were provided by various parties: the board, assessors, developers, architects and other initiators. In addition, a number of guiding frameworks were provided by the college.

1.2 What is a parking standard?

A parking standard is the number of parking spaces established by the municipality for a function per fixed unit or area. The height of the parking norm depends on the location of this function and the associated degree of urbanization. The parking standards in this memorandum are derived from the national guideline of the CROW (CROW is an independent knowledge organization in the field of infrastructure, public space and traffic and transport): 'Kencijfers parkeren en verkeersgeneratie' publication 317 from October 2012.

Each spatial function attracts a certain amount of vehicular traffic and thus requires a certain amount of parking. This can be calculated by multiplying the parking standard by the fixed unit or area associated with the spatial plan.

1.3 Legal position of the Parking Standards Memorandum

Applying the parking standards is not an optional matter. With new construction, renovation, expansion and change of function, sufficient parking space must be provided. What is meant by 'sufficient' parking space is tested with an environmental permit and/or amendment to the zoning plan and can be determined with parking standards. For environmental permit applications, these parking standards must be met in order for the permit to be granted. For zoning plans, the parking standards must be met in order to be able to state that good spatial planning is being complied with.

Include parking in zoning ordinances

Parking must be included in the zoning plan since the repair law (Reparatiewet BZK, Staatsblad 2014 No. 458), which came into force on November 29, 2014. The Repair Act indicates that the urban planning provisions in the building regulations lose their effect. This means that Article 2.5.30 must start to disappear from the building regulations and parking must be regulated in the zoning plan from now on. The municipality has until July 1, 2018 to amend the zoning plans in this regard.

The municipality of Gemert-Bakel chooses to refer to the Parking Policy Memorandum Gemert-Bakel 2013 and any subsequent amendments in the zoning plans. If the Nota Parkeernormen Gemert-Bakel 2017 is adopted then it applies as an amendment to the Parking Policy Memorandum Gemert-Bakel 2013.

Three scenarios when applying for environmental permit

When an application for an environmental permit is submitted, three scenarios can be distinguished for determining the number of required parking spaces. This depends on how parking standards are or are not included in the zoning plan and the parking standards in this memorandum. If it is clear how parking is included in the applicable zoning plan, scenario 1, 2 or 3 automatically follows (see diagram 1, page 3). Thus, when an application for an environmental permit is submitted, the first step is always to see how parking is included in the associated applicable zoning plan.

Diagram 1: scenarios when reviewing application for environmental permit

View the flow diagram link icon.

1. The zoning plan regulates a parking standard in the direct regulations. The Nota Parkeernormen Gemert-Bakel 2017 then remains inapplicable because parking is regulated in the zoning plan.
2. The zoning plan does not regulate anything about a parking standard in the direct regulations but it does in the variance provisions. An application that complies with the zoning plan must, because of the provisions of Article 2.5.30 of the building regulations, be tested against the Nota Parkeernormen Gemert-Bakel 2017. An application that does not comply with the zoning plan but for which deviation from the zoning plan is acceptable must comply with the parking standards included in the relevant deviation provision.
3. If the zoning plan does not regulate parking at all then, due to Article 2.5.30 of the building regulations, the Nota Parkeernormen Gemert-Bakel 2017 applies. This applies until no later than July 1, 2018 after which parking must be regulated in the zoning plan.

1.4 Reading Guide

Chapter 1 describes the reason for and legal framework of this Parking Standards Memorandum. The principles and elaboration for the parking standards are described in Chapter 2. In addition, there are possibilities to provide customization and exemption from the parking standards. This is described in chapter 3. Finally, Chapter 4 details the hardship clause and transitional law.

2.1 Introduction

For spatial developments, the new parking requirements must be calculated. This is done by applying the parking standards as laid down in this memorandum. Meeting the parking requirements prevents parking problems in the public area. The initiator is responsible for meeting the parking requirements and can offer various solutions.

2.2 Basic principles for developing parking standards

The parking standards were determined based on the following assumptions:

Distance criterion

However, the solution for parking must be sustainable. This means, among other things, that the parking facility must be within an acceptable walking distance of the function. CROW has established guidelines for this.

The acceptable walking distances by function are:
Residential: 100 meters
Shopping: 200 meters
Working: 500 meters
Sports, culture and recreation: 100 meters, in center area 200 meters
Health care: 100 meters
Education: 100 meters

Walking distance is measured from the first door of a complex. For a home, this is the front door, for an office building, the main entrance, etc.

Bandwidth

The parking figures of the CROW have a bandwidth, minimum and maximum. Depending on the choice of center, rest of built-up area, outlying area and the function in question, a choice has been made from this bandwidth. This provides a better fit with daily practice and the characteristics of an area.

CROW

The parking standards in this memorandum are based on parking figures from the CROW, "Kencijfers parkeren en verkeersgeneratie" publication 317 which was issued in 2012.

Area Classification

Location and the supply and quality of alternative modes of transportation are also important for parking demand. For example, functions in centers generally have a lower parking demand than the same functions at other locations in the built-up area or on an industrial estate.
Gemert-Bakel distinguishes between:

• center;
• rest built-up area;
• outlying area.

Minimum parking requirement = parking requirement

When determining the parking requirement, a minimum or maximum limit can be chosen. Gemert-Bakel chooses the minimum limit. This means that the calculated number of parking spaces is the lower limit for realization. If the initiator wants to realize more parking spaces than the number calculated according to the standards, this is allowed. This fits with a following parking policy.

On-site parking

The main principle is that parking should be on private property. What is meant by private property is further described in the implementation rules in Section 2.5. Visitor parking spaces must be and remain publicly accessible.

Parking pressure

Parking pressure occurs when the occupancy rate of parking spaces exceeds 80%. At that point more search traffic occurs and it can be said that the user has to make an effort to find a parking space within acceptable walking distance. How to measure parking pressure is described in Appendix 5.

Urbanity degree

The degree of urbanity within the municipality of Gemert-Bakel ranges from "moderately urban" in the built-up area (center) to "not urban" in the outlying area. This is determined on the basis of core demographic figures of the CBS (CBS = Central Bureau of Statistics) in which the address density per km² is measured.

Next parking policy

The municipality of Gemert-Bakel has a following parking policy. This means that the current situation is taken as given. Solving existing parking problems is not placed on the initiator. The initiator is only responsible for solving the parking needs that belong to his spatial plan.

Winter Terraces

If the outdoor space for a terrace is larger than the interior space of the associated hospitality building, then an additional parking standard applies for the gross floor area (GFA) that is added. If this outdoor space is smaller than the indoor space then no additional standard applies. The reasoning is that the customers who are normally inside will be sitting outside if there is a terrace and good conditions. On balance, then, there is no increase in parking requirements.

2.3 Area classification

The cores of Gemert and Bakel have a center where car ownership is lower and facilities are more accessible by other modes of transport such as public transport and bicycle. The other 5 cores and the residential areas in the nuclei of Gemert and Bakel fall under "rest of built-up area'' and have their own area profile. The outside area is formed by the traffic-related outside area, i.e. the area that falls outside the built-up area based on the built-up area signs. Map center area and map center area show the area profile for Gemert and Bakel.

2.4 Parking standards by area profile

It is important that parking standards fit well with the area. For this reason, Gemert-Bakel has opted for area profiles. For each area profile the characteristics of the area have been considered and a corresponding norm that falls within the bandwidth of the CROW. The maximum standard was chosen for supermarkets in Gemert and Bakel because residents of the surrounding towns mainly come here by car for their shopping. For the industrial estates in Gemert and Bakel parking standards have been chosen that fit actual practice. These do not fit within the bandwidth belonging to the degree of urbanization, but do emerge from the tables of the CROW. In order to know what fits with practice, studies were conducted at recently built companies where the 2013 standards were applied. Thereby theory versus practice has been measured so that a better fitting standard can be established. The parking standards per area profile are detailed in Appendix 1. The most important functions are included. When certain functions are not included in this appendix, the municipality determines a standard based on the CROW parking figures.

2.5 Implementation rules

The assessment framework for the parking requirement for spatial developments is further elaborated in this paragraph to provide guidance to initiators and assessors. This clarifies the method of calculation. The starting point is that the initiator himself calculates his parking needs and thus clarifies the parking requirement. The calculation is submitted to the municipality for review.

The concept of own land

On-site parking is an important principle in Gemert-Bakel's parking policy. The term ''own site'' should be read as ''solving the parking needs independently, taking into account the established parking standards and the way they should be applied''. This means that parking need not necessarily be solved on the lot itself, but that alternative locations can be considered, where cooperation with other lot owners (or double use) is possible. In a spatial development where there is a planning area with multiple lots, ''own land'' should be read as ''the planning area''. If it concerns a planning area with houses, at least 1 parking space per house must be realized on the own building plot.

Completion

The calculated parking requirement is rounded arithmetically. Smaller than 0.5 down, greater than or equal to 0.5 up.

Visitor parking

Appendix 1 contains the parking standards for the various functions. These standards include parking spaces for visitors. How many parking spaces for visitors must be realized can be determined with the value in the "proportion of visitors" column. The parking spaces for visitors must be publicly accessible, that is, the parking spaces must be accessible via the public road without having to take a barrier.

Dual use

By applying dual use, the number of parking spaces to be realized can be optimized. This usually means that fewer parking spaces are needed than when parking is realized separately for each function. The number of parking spaces is thus appropriate (not too many and not too few) for the (combination of) function(s). In concrete terms, this means that joint parking facilities can be constructed to make use of

each other's parking facilities or from a remote joint parking facility. How this works is detailed in Appendix 2.

The parking standards and attendance percentages for combined uses (Appendix 3) can be used to determine the parking requirements for each period. The percentages are applied when a minimum of two functions can use the same parking facilities.

Function unknown

Due to the increasing use of flexible zoning plans, spatial developments sometimes do not know in advance exactly which function will actually be realized at the location. At that moment, the parking requirements must be determined for each application. This is based on the function with the highest parking norm that is possible based on the zoning plan or the application for an environmental permit.

Size

Where this note refers to a parking space, it means a space in accordance with NEN 2443:2013 "Parking and parking of passenger cars in yards and garages", publication Nederlands Normalisatie-instituut d.d. March 2013 or its successor. Appendix 3 lists the minimum dimensions for new parking spaces and parking roads for passenger cars in other situations.

Offsetting, demolition and rebuilding

If, when changing the function of an existing building, the new function has a higher parking standard than the old function, additional parking spaces must be provided. The following calculation method applies for this:

Number of parking spaces to be realized = (parking requirement based on new function) minus (parking requirement of old function).

Because this is where the calculated (theoretical) balance is determined, it is also called "netting.

Important text: Notice! This is the parking requirement, calculated based on the parking standards in force. So it is not about the number of parking spaces already available.

Higlighte text: Calculation example:
A building with Function X has 5 parking spaces. This building acquires Function Y. Based on current parking standards, the building with Function X should have 10 parking spaces and with Function Y it should have 20. The function change results in 20 - 10 = 10 parking spaces additional to the existing 5 parking spaces.

If the existing function of an existing building has more parking spaces than the required parking requirement, they can be used as residual capacity.

Higlighte text: Calculation example:
A building with Function X has 13 parking spaces. This building receives function Y. Based on the current parking standards, the building with function X should have 10 parking spaces and with function Y 20. The function change results in 20 - 10 = 10 parking spaces to be realized. However, function X has a surplus of 13 - 10 = 3 parking spaces. This remaining capacity can be used for function Y, which means that only 10 - 3 = 7 parking spaces have to be added.

It is also possible that the parking requirement of the new function is less than or equal to the parking requirement of the old function. In that case, no new parking spaces need to be created. This is based on maintaining the existing parking spaces present. If a new development eliminates existing parking spaces, they must be compensated by the initiator.

For demolition and rebuilding, the parking standards in this memorandum do not apply if the old function returns in the same size (area) at the same location and the number of parking spaces present with the old function is maintained.

If functions are also added or the current function is expanded, the parking standards in this memorandum shall apply to these additions or expansions.

Higlighte text: Calculation example:
A building with function X has 8 parking spaces. This building is demolished, expanding the existing function X at the same location and also adding function Y.

Based on current parking standards, the expansion of function X requires 4 parking spaces and the new function Y requires 6 parking spaces. Thus, 10 parking spaces should be provided in addition to the 8 existing ones.

In summary, the table below shows the situations in which parking spaces must be provided for new construction or expansion of existing buildings, expansion of an existing function or if a change of function occurs. It also indicates how the number of parking spaces to be constructed is calculated. The parking standards as laid down in this memorandum apply.

If there is a combination of situations then the conditions for creating new parking spaces apply to the individual situations.

Higlighte text: Example:
Replacement of an existing building (with the same function) + new construction (with a new function). If the existing building returns with the same function in the same size (area) in the same location, no additional parking spaces need be provided. Only the new construction will then be subject to the standards in this memo.

Parking facilities at residences

In housing projects, parking facilities are often provided in the form of a driveway or garage. In practice, however, these facilities are not always used for vehicle parking. This is taken into account in the assessment. For this, the municipality of Gemert-Bakel uses the calculation values according to the national guidelines of the CROW. The calculation values are included in Table 2.

* If there is a very wide or long driveway (or in the case of a spacious yard), the calculation value can be increased to a maximum of the standard that can be set at the particular property. This must be assessed on a situation-by-situation basis;
* These calculation values apply only to the development of an area with multiple dwellings. For individual building plans, these calculation values do not apply, but (depending on the applicable parking standard) one or two on-site parking spaces must be provided.

School environments

The CROW has developed a calculation tool that can be used to calculate the number of parking spaces needed at elementary school and day care centers/playgroups. This is included in Appendix 4. The parking spaces for employees at this function are determined based on the parking standards in Appendix 1.

2.6 Disabled parking spaces

There is a possibility that due to the aging of the population, the demand for disabled parking spaces will increase, which may result in less double use of parking capacity and thus a reduction in flexibility. The municipality of Gemert-Bakel attaches great importance to disabled people being able to function independently whereby their own mobility should be guaranteed as much as possible. In the Parking Policy Memorandum Gemert-Bakel 2013, the starting point was included to initially not construct disabled parking spaces by license plate unless this is necessary based on a medical indication. This does not appear to work well in practice. In order to better control the use of disabled parking spaces, an adjustment is proposed. This will use the following criteria:

1. The applicant holds a disabled driver's parking permit, GPK-B (passenger's permit not because the driver can front the car for the disabled passenger to get in and out);
2. The applicant does not have private parking such as a garage or driveway;
3. There is no parking and/or there are parking problems within 50m walking distance from the property. This is assessed by the municipality (parking pressure >80%);
4. The realization of a registered disabled parking space is preferable to a general disabled parking space;

Parking is not granted within a blue zone.

3.1 Introduction

The college has the option to allow for customization by waiving the parking requirement (see box). Not only the building regulations offer this possibility, it also occurs in zoning plans. By applying customization, the actual parking needs can be examined more accurately and alternative solutions for parking (think of innovative solutions) become possible. This customization is the detailed rules that must be met in order to grant an exemption. Nevertheless, this remains a power of the college and not an obligation.

Gehighlighte text: Pursuant to Article 2.5.30 of the Building Regulations, a certain parking standard, or parking requirement, must be met per environmental permit. The Board of Mayor & Aldermen is authorized to adopt local policy regarding parking standards.
In addition, the Municipal Executive may grant exemption from this parking standard or parking requirement pursuant to Article 2.5.30 paragraph 4 of the Municipal Building Ordinance. The college is also authorized to set further rules for this purpose.
As of July 1, 2018, the parking requirement or parking standard must be included in the zoning plans. This also applies to the exemption option. The college is authorized to set further rules for this purpose.

3.2 Tailoring the parking requirement

This section describes how the college may grant waivers from the number of parking spaces to be realized.

Spatial developments with minor increases in parking pressure (< 1.5 parking spaces)

If the arithmetic value of the parking requirement for rounding is less than 1.5, the parking requirement is waived. The initiator does not have to pay any financial compensation and no parking pressure study is necessary. This exemption does not apply to spatial developments with the function "residential".

Discount for developments that prevent downtown vacancy

Vacancy occurs in the centers of Gemert and Bakel. It is important for the livability and economic development of the centers that these properties can easily be brought back into use. Spatial developments that contribute to this may therefore use the existing parking capacity in the public space with a maximum of 10 parking spaces. A condition is that the parking pressure (occupancy rate), including the spatial development, does not exceed 90%. This is to prevent excessive parking pressure in the center.

Discounts at infill sites

In several places in the municipality, old buildings are being demolished and new spatial developments are taking place. In some cases, enough parking space is available in the existing public space. By making use of this existing parking space, more space is left on site to contribute to greenery and water. Spatial developments that contribute to this may therefore use the existing parking capacity in public space with a maximum of 50% of the parking requirement. A condition is that the parking pressure including the spatial development does not exceed 80%. In addition, the surface area otherwise used for

parking would be deployed are now deployed for green and/or water functions so that for green and water the standards are at least met.

Discount by encouraging use of bicycle, public transportation or other mobility

Gemert-Bakel wants to encourage the use of other modalities (transportation options) than the car. This results in a lower parking need, simply because fewer people come by car.
For example, consider a mobility plan for the employees of a company or organization which shows that sustainable arrangements have been made for employees to use modes of transportation other than the car, such as B-riders (program that encourages bicycle use) or a company bus that multiple employees travel with. Or consider an initiative where the housing developer provides a number of shared cars, thus promoting less car ownership. Encouraging bicycle use does include providing sufficient space for bicycle parking. The requirements around bicycle parking are included in Appendix 6. The discount given is maximum 10% and depends on the substantiation of the initiator. The discount is determined by the municipality and does not apply to the residential function for the bicycle modality.

Apply multiple discounts

A promoter may apply multiple discounts. This will ensure a better fit with actual parking needs and the goals we want to pursue with this parking memorandum.

3.3 Customization of obligation to realize on-site parking spaces

What is possible if on-site parking spaces cannot, or cannot be fully realized?
Then there are 3 possibilities to provide a solution for this:

1. Use private parking space owned by another owner;
2. Utilize the mobility fund by deploying residual capacity in public spaces;
3. use the mobility fund by transferring the parking requirement.

In all three cases, the college may waive the parking requirement if there is a good solution. Use of options 2 and 3 will not be allowed in the outlying area.

Using private parking space

If the initiator wants to use private parking space from another owner, there are a number of conditions to be named:

• The parking spaces, which are used, are not beyond the permitted distance. This permitted distance, the distance criterion, depends on the function and is listed in Section 2.5;
• The promoter shall enter into an agreement with the owner of the parking space for at least 10 years. A copy of this agreement must be attached to the environmental permit application;
• Parking lots must be accessible and publicly accessible;
• The promoter actively points visitors/users to the parking spaces to be used;
• The parking spaces to be used must actually be available for users/visitors of the new land development.

Using the mobility fund by deploying residual capacity in public spaces

In order to make use of this form of customization, the initiator must demonstrate that he cannot realize the parking spaces on his own site and/or modify the building plan. To assess whether the public road can be included in the parking solution, the parking pressure must not exceed 80% after the realization and occupation of the function(s) to be realized. The method of measuring parking pressure is described in Appendix 5. In determining the location(s) of these public parking spaces in relation to the building initiative, the distances as described in Section 2.5 apply. The initiator himself must demonstrate that sufficient parking spaces are available.
If use is made of the exemption from the parking requirement by using residual capacity in the public space, the initiator must pay a compensation amount. This compensation amount should be seen as a contribution to the construction costs of the parking spaces. The amount the initiator must pay depends on the area profile in which the development is located.

Using the mobility fund by transferring the parking requirement

There may be situations where it is not reasonably physically possible to meet the on-site parking requirement. This must be demonstrated by the initiator. In that case, the Municipal Executive can grant dispensation by taking over the parking requirement and requesting a financial compensation which is deposited in the parking fund. However, this is not allowed just like that; there must be a view of the spatial possibilities to take over this obligation. The municipality will then construct the required parking spaces in the public area. Here too, the distance criterion applies to prevent parking pressure in an area. With this solution, an agreement is made between the municipality of Gemert-Bakel and the initiator in which the agreements and financial compensation are described. This can also be done, for example, in an anterior agreement. The parking spaces remain the property of the municipality, public and do not entitle to a parking permit or other form of exclusive use.

3.4 Customization of desired developments

Despite the fact that this Parking Standards Memorandum has been formulated with great care, situations may occur that are not provided for but are desirable. In such cases, the city council has the authority to grant an exemption from the parking requirement for a desirable spatial development. The possibility of dispensation is also currently included in the municipal building regulations, but will expire on July 1, 2018. This requires a proper justification to be provided by the initiator. The following frameworks can be considered for such a justification:

• The development meets the objectives and principles of this memorandum as expressed in Chapter 1 or the development contributes to the objectives of other municipal policy documents, such as the environmental vision, in which the parking pressure may not increase disproportionately. If the development occurs in the center of Gemert or Bakel, it must contribute significantly to the objectives formulated by the municipality for its center policy in which the parking pressure may not increase disproportionately;
• The initiator realizes a function for which the parking standard is demonstrably unrealistic in the specific case. The initiator substantiates the actual parking needs and proposes solutions. A form of guarantee is agreed upon so that any shortfalls can also be met in practice. These agreements will be laid down as regulations when granting the exemption or as conditional stipulations in the zoning plan. The agreements are also recorded in a private agreement.

In addition to the obligation to provide good substantiation, the initiator also has the responsibility to inform and convince the surrounding area of his parking solution. This minimizes the risk of problems in the permit process.

3.5 Convert Gemert-Bakel parking fund to mobility fund

In 2013, the council established the Gemert-Bakel Parking Fund. It is an instrument to solve parking issues. The board of mayor and aldermen can grant an exemption from the parking requirement and request financial compensation for this. This is legally accepted. However, a mobility fund offers more options than a parking fund. In addition to spending on the creation of parking spaces, flanking measures that favorably affect parking pressure are then also possible. A proposal for conversion of the Parking Fund into a Mobility Fund is being made separately from this Parking Standards Memorandum.

Compensation amounts mobility fund

If use is made of the exemption from the parking requirement by using the mobility fund, the initiator must pay a compensation amount. This compensation amount should be seen as a contribution to the construction costs of the parking spaces and the costs of maintenance and management. The amount the initiator has to pay depends on the situation on site (area profile). Table 3 shows the compensation amount per parking space for each situation.

Adjustment of compensation amounts in mobility fund Gemert-Bakel

The compensation amounts from the Mobility Fund are currently regulated in Article 5 of the Gemert-Bakel Parking Fund. These should be adjusted based on this memorandum to allow for the compensation amounts as listed in Table 3.

4.1 Introduction

This paper has tried to provide more opportunities for customized solutions. Nevertheless, there may be developments that are not currently in sight. For these we want to offer a solution. In addition, for plans submitted before this note takes effect, it must be indicated how they will be dealt with.

4.2 Hardship clause

The Governing Body shall act in accordance with the "Nota Parkeernormen Gemert-Bakel 2017", unless doing so would have consequences for one or more interested parties which, due to special circumstances, would be disproportionate in relation to the aims to be served by this policy rule. Moreover, the application of the hardship clause should be kept as limited as possible and serve a general interest. This makes use of the power to deviate as regulated in Article 4:84 of the General Administrative Law Act (Awb).

4.3 Transitional arrangement

The Nota Parkeernormen Gemert-Bakel 2017 takes effect after it has been adopted by the municipal council and published. A transitional arrangement applies to existing building initiatives.

This means that this note does not apply to:

• A building initiative in respect of which an application for an environmental permit was submitted prior to the entry into force of this memorandum and has not yet been granted. This shall remain subject to the Parking Policy Memorandum Gemert-Bakel 2013 unless the Parking Standards Memorandum 2017 leads to a lower parking requirement. The initiator may then also use the new memorandum.
• A pre-consultation plan (e.g. request in principle) submitted prior to the coming into force of this memorandum, provided that the pre-consultation plan in question, in particular with regard to its nature, content and feasibility, can reasonably lead to the granting of an environmental permit and provided that, with regard to the entire pre-consultation plan, an application for an environmental permit has been submitted within one year after the publication date of this memorandum. In this regard, the Parking Policy Memorandum Gemert-Bakel 2013 only remains applicable if the application for an environmental permit was submitted within that year unless the Parking Standards Memorandum 2017 leads to a lower parking requirement. The initiator may then also use the new note.
• A building initiative in respect of which an agreement, entered into before the entry into force of this memorandum, between the promoter and the municipality stipulates that the realization is subject to a different standard stipulated in that agreement.

Parking standards function Residential

Explanation:

Apartment small: apartments with a living area of up to 100m² GFA (gross floor area);

Apartment large: apartments with a living area from 100m² GFA;

Assisted living, service apartment: dwelling adapted for the elderly or persons with Physical or mental disabilities. For example, group living, replacement home.

Parking standards function Work

* bvo= gross floor area

Explanation:

Office without front desk function: this should particularly be considered business services and administrative services where visitors hardly ever come.
Commercial services: office function with counter function where there is a clear relationship with clients who visit the office on site.
Collective business building: this is a mix of offices (without a counter) and business activity where the proportion of visitors is low. If a large proportion of visitors is expected, the commercial services function is more appropriate.

Parking standards shopping and groceries

* bvo= gross floor area

Parking standards sports, culture and recreation

* bvo= gross floor area

Parking standards hospitality and (lodging) recreation

Parking standards health care and (social) services

* bvo= gross floor area

Education parking standards

Explanation:

Primary education: the greatest parking and traffic pressure at elementary school arises from the bringing and picking up of children. A special system has been developed to calculate this. This is further detailed in Appendix 4.

The table below is taken from the ASVV 2012 (ASVV = CROW publication containing recommendations for traffic facilities). It shows the percentage of parking spaces used for a given function at a given time; the so-called 'attendance percentage'. The table should be read as follows. If, for the function 'housing residents', 100 parking spaces must normatively be provided, on a working day morning 50 are in use; on a working day afternoon 50, on a working day evening 90 etc.

The possibility of double use is calculated by calculating the parking requirements per function per time of day and then summing all functions per time of day. The highest number of parking spaces required (viewed per time of day) determines the actual parking requirement.

Calculation example

The following functions are present in an area: housing, retail, offices, businesses and a social cultural center. To calculate the actual parking requirement, enter the parking requirement for each time of day.

The above example shows that on a weekday afternoon, the highest parking space requirement is at noon. This is 370 parking spaces with combined use. Thus, dual use provides a benefit of 130 parking spaces.

Guidelines for the dimensions of parking facilities are set forth in the 2012 ASVV. This includes 2 types of dimensions:

1. The size of the parking space(s);
2. The size of the parking road(s).

Parking

Table 6 shows the minimum dimensions for passenger cars on or along the road or a parking lot, based on the 2012 ASVV.

Sufficient parking comfort is provided with these dimensions. For disabled parking spaces should be wider. Without clear exit lane, the width should be 3.50 meters, and with exit lane 3.00 meters.

Parking Road

The width of the parking road should be such that a parking maneuver can be performed in one pass without crossing. If the parking angle is smaller, less space is required. Table 7 shows the minimum width of the parking road for angled parking and for staked parking, based on the 2012 ASVV. This width applies at a minimum width of 2.50 meters (for angled parking) and 2.0 meters (for longitudinal parking). If a parking space is made wider, the parking lane can also be made narrower.

Parking garages and parking lots

For parking garages and parking lots, NEN 2443 applies. For Parking garages, the minimum width is 2.30 meters for normal use and 2.50 meters for intensive use. The current recommended parking width is at least 2.40 meters.

Picking up and dropping off children by car creates demand for parking at schools, daycare centers and out-of-school care centers. This parking demand occurs at fixed times of the day. Cars only stay at the location for a short time, so they are not always carefully parked. In some cases, this triggers complaints from local residents. These complaints are often preventable through good communication between the school, parents, the municipality and local residents. In order to determine whether there are sufficient parking spaces, a calculation tool has been developed by CROW. Incidentally, adding additional parking spaces does not solve the complaints. This is related to several factors of which behavior is an important one.

Calculation tool pick-up and drop-off at schools

The total number of parking spaces for pick-up and drop-off can be calculated using the following formulas:

groups 1 to 3

number of students x % students with car divided by 100 x 0.5 x 0.75

groups 4 to 8

number of students x % students with car divided by 100 x 0.25 x 0.85

nursery and out-of-school care

number of students x % students with car divided by 100 x 0.25 x 0.75

The percentage of students who are brought and picked up ranges from 1% to 60%. This depends, among other things, on urbanity, urban zone and average distance to school. On average, the percentage is at:

• groups 1 to 3: 30-60%
• groups 4 to 8: 5-40%
• nursery and out-of-school care: 50-80%

With separate start and end times for groups 1 through 3 and 4 through 8, the number of parking spaces may be reduced by up to 40%.

Example :

A school has 420 students; 180 students are in grades 1 to 3. Of these, 30% are brought and picked up by car. The remaining 240 students are in grades 4-8. Of these, 10% are brought and picked up by car. Entering this in the calculation formulas gives the following:

180 x 30:100 x 0.5 x 0.75 = 20.25
+
240 x 10:100 x 0.25 x 0.85 =5.1

= 25,35. This means that 25 parking spaces are needed for the pick-up and drop-off of students from this school.

This appendix describes how parking pressure is measured. In this case, parking pressure is the percentage of parking spaces on public roads where a car is parked. This involves first determining the area in which the study will take place. Then the number of legal parking spaces is counted, after which the number of parked cars is counted at the specified times.

Area delineation

Section 2.2 lists the walking distance within which a parking solution must be found. The walking distance is measured from the first door of a complex. For a residence, this is the front door, for an office building the main entrance, etc. Parking pressure is measured in the area that falls within the walking distance mentioned in 2.2.

Number of parking spaces

The number of legal parking spaces and the number of parked cars are then counted. A legal space is: A parking space (excluding disabled parking spaces and reserved spaces). If there are no parking spaces, the street length in meters divided by six meters (length of parking space according to Appendix 3). Street length is measured between intersections, breaks (a space in a parking lane for e.g. a tree, play area, trash container or an exit). Also, no parking is allowed five meters from a curve. This should be subtracted from the street length. If the division results in a decimal number, the number of spaces will be rounded down unless the decimal number is greater than or equal to 8.

Number of parked cars

This calculation assumes the public parking spaces and the cars parked in these public spaces. This means that on-site parking spaces do not count in this measurement. After all, what matters is the situation people encounter when they want to park on a particular street. Cars in disabled parking spaces and further reserved parking spaces on public roads also do not count.

Times of measurement

• Weekday evening/night 23.00-01.00
• Weekday mornings 10 a.m.-12 p.m.
• Weekday afternoons 13.00-15.00
• Shopping Evening 6 p.m. to 8 p.m.
• Saturday afternoon 13.00-15.00

The weekday counts provide a picture of "normal parking pressure"; the counts on shopping nights and Saturday afternoons provide a picture of the counts during the weekly peak traffic. The counts are conducted outside the vacation periods.

Parking pressure

Parking pressure existing = (the number of parked cars current situation)/(the number of legal parking spaces current situation)
Parking pressure future = (parking demand new situation)+(the number of parked cars current situation) / (the number of legal parking spaces current situation).
Different times of day may produce different parking pressures. After all, parking spaces may be used differently in the evening than during the day. The existing and future parking pressure is determined for each time of day.
The highest parking pressure measured at the indicated times is normative in determining whether the parking pressure exceeds 85%. This means that if at any of the measured times the parking pressure exceeds 85%, the residual capacity of the public road cannot be used.

In order to properly assess how many bicycle parking facilities belong to a function, bicycle counts are preferably carried out. That gives the best picture of the demand for these facilities. Unfortunately this is sometimes difficult to do, for instance in the case of new buildings. In such a situation the desired number of bicycle parking spaces may be calculated by means of key figures. These key figures are contained in CROW publication 317. Gemert-Bakel is an average municipality in terms of bicycle use (according to Kenniscentrum Fietsberaad - fietsgebruik per gemeente). This means that the key figures may be used without a correction factor. This appendix contains a number of tables in which bicycle parking is specified for the most common function. For other functions reference is made to publication 317 of CROW.