Parking:

Traffic and Parking problems:

One of the problems created by the road traffic is parking. Not only do vehicles require street space to move about, but it also do they require space to park where the occupants can be loaded and unloaded. Every vehicle owner would wish to park the vehicle as closely as possible to his destination so as to minimize his walking. This results in a great demand for parking space in the CBD and other areas where the activities are concentrated. With the growing population of motor vehicles, the problem of parking has assumed serious proportions. A systematic study of the parking characteristics and demand and regularities measures that are possible for controlling parking is of great help to transport planner as well as town planner.

Ill effects of Parking:

There are different types of ill effect of the parking, they are

· Congestion

· Accidents

· Obstruction to fire fighting operations

· Environment

1.1.2.1. Congestion:

One of the serious ill effects of parking is the loss of street space and the attendant traffic congestion. The capacity of the streets is reduced, the journey speed drops down and the journey time and delay increase. The operational costs of vehicles are thereby increased, causing serious economic loss to the community.

1.1.2.2. Accidents:

The maneuvers associated with parking and un-parking are known to cause road accidents. Careless opening of the doors of parked vehicles, moving out of a parked position and bringing a car to the parking location from the mainstream of traffic are some of the common cause of parking accidents.

1.1.2.3. Obstruction to fire fighting operations

Parked car obstruct the movement of firefighting vehicles and greatly impede their operations. They block access to hydrants and access to buildings.

Environment

Parked vehicles degrade the environment of the town centre. Stopping and starting of vehicles result in nose and fumes. Cars parked into every little available space debase the visual aesthetics and “buildings seem to rise from a plinth of cars”

In-spite of the above ill-effects, parking has to be allowed on the streets or off the streets close to the users’ destination. The well being of the community and the town centre demands that great thought should be bestowed on the parking needs and how best to full fill them.

Zoning and Parking Space requirement Standards:

While on street parking and its regulation will be an important aspect of the overall parking policy of a town, one way of ensuring that future development of land use and building activity adequately takes care of parking needs is to promulgate zoning ordinances whereby all new or remodeled buildings will be require to have within their cartilage a prescribed parking space. The advantages of zoning and land use controls for fostering safe and efficient traffic have been well recognized. Parking demand is a function of the land use through variations can exist within the same land use. Notwithstanding the difficulties that arise in prescribing a uniform parking space requirement standard for all communities, it is possible to prescribe minimum standards based on extensive experience. The values given in the table… are IRC standards and have been drawn up based on local experience.

Table: 2.1 Desirable parking space standards for different land use:

Land use

Parking space standard

Residential (i) detached, semi detached row houses: Plot area up to 100 Sq.m Plot area from 101 to 200 Sq.m Plot area from 201 to 300 sq. m. Plot area from 301 to 500 sq.m Plot area from 501 to 1000 sq.m Plot area 1001 sq. m. and above (ii) Flats (iii) Special, costly developed area. (iv) Multi-storeyed group- housing schemes Offices Industrial premises Shops and markets

No private or community parking space is required Only community parking space is required Only community parking space is required Minimum one third of the open area should be earmarked for parking Minimum one-fourth of the open area should be earmarked for parking Minimum one-sixth of the open area should be earmarked for parking One space for every two flat of 50 to 99 sq. m. or more of floor area. One space for every flat of 50 to 100 sq. m. of floor area. One and a half space of every 100 to 150 sq. m. of floor area. Two spaces for every flat of above 150 sq.m. of floor area. One space for every four dwellings except in cities like Calcutta and Bombay where the demand may be more One space for every 70 sq.m. of floor area One space for every 70 sq.m. of floor area One space for upto 200 sq.m

Motor Vehicles and Transport Management Act, 2049 (1993)

The Motor Vehicles and Transport Management Act, 2049 (1993), under act 121 and 122 there is some parking act which are as follows.

• Parking place and bus stand to be determined: The competent authority shall, in consultation with the officials of local bodies at the village, municipal and district levels, determine parking places and bus stands, without causing adverse effects on traffic on the main roads.
• Parking of motor vehicle dangerously:

(1) A motor vehicle must not be parked in a public place in such a manner as to cause danger, obstruction or inconvenience to any other motor vehicle or person.

(2) If a motor vehicle breaks down during the motion and such a motor vehicle cannot be taken to other place immediately, the vehicle must be stationed on the left hand side of the road in order to avoid any accident and must be guarded by a red lamp or reflector so that it can be visible from distance at night by other motor vehicles.

Nepal Transport Report:

According to the National Transport Report published by His majesty’s Government, Ministry of Physical Planning and works on 2058 and approved by the 27th meeting of the council of Minister (cabinet) formulated the transportation policy for the urban context of Nepal

· To restrict motorized vehicles in prescribed core areas.

· To operate bus, tram and other vehicles powered by gas, electricity and solar power.

· Not to allow more motor vehicles than the certain density. For this purpose, the means of controlling vehicle ownership and city parking fee shall be taken up.

· Arrangement shall be made as to not allowing parking except in specified places.

· Sound and air polluting vehicles shall be restricted. To manage separate standard for the vehicles operating in the urban area.

· The infrastructure and services of transport shall be developed and expanded according to the long term planning of Kathmandu Valley.

Parking legislations: (BYELAW, Kathmandu Valley Town Development Committee)

The building bye-laws developed by Kathmandu Valley Town Development Committee, Kathmandu Mentioned minimum parking requirement for construction of different purposed building and location.

In the Second Chapter of the Byelaw, areas are categorized in different zones based on the cultural values, and other Land Use. And they are:

1. Cultural Heritage Conservation Zone

2. Residential Zone

3. Institutional Zone

4. Industrial Zone

5. Preserved Zone

6. Urban Expansion Zone

7. Surface Vehicle Zone

8. Airport Zone

9. Sport Zone

1. Cultural Heritage Zone:

Within the cultural Heritage Zone, in the mixed old residential sub zone, during the construction of Cinema hall, Theater, Supermarket, Business complex, etc, the minimum 15% of total land must be allocated for parking space. (Ref: MAAPDANDA, 2064, KVTDC, Page 23)

2. Residential Zone:

In the Residential Zone, other subzones are

A) Commercial Sub Zones

B) Densed Mixed Residential Sub Zones

C) Other Residential Sub Zones

D) Planned Residential Sub Zones

a) Commercial Sub Zones: within this Sub Zone, during construction of Big Commercial building or Industrial building, if the plinth area is more than 2000 sq.ft. Underground parking must be compulsorily available. (Ref: MAAPDANDA, 2064, KVTDC, Page 26)

b) Mixed densed Residential Subzones: within this sub zones the parking area is compulsorily as listed below

Table 2.2: parking provision for Mixed Residential Subzones:

BUILDING TYPE	PARKING AREA
STAR HOTEL	20% OF TOTAL LAND
CINEMA HALL, THEATER, CONFERENCE CENTER	20% OF TOTAL LAND
BUISINESS COMPLEX LIKE SUPERMARKET,	20% OF TOTAL LAND
SCHOOL, CAMPUS	15% OF TOTAL LAND
POLYCLINIC, NURSING HOME	20% OF TOTAL LAND
GOVERNMENT, SEMI GOVERNMENT OFFICES	15% OF TOTAL LAND

Note: minimum land required to construct the building mentioned as above is 2 ropanis. (Ref: MAAPDANDA, 2064, KVTDC, Page 28)

c) Other Residential Sub Zones: For this area the parking area must be allocated as listed below

Table 2.3: parking provision for Other Residential Subzones:

BUILDING TYPE	PARKING AREA
STAR HOTEL	20% OF TOTAL LAND
CINEMA HALL, THEATER, CONFERENCE CENTER	20% OF TOTAL LAND
BUISINESS COMPLEX LIKE SUPERMARKET,	20% OF TOTAL LAND
SCHOOL, CAMPUS	15% OF TOTAL LAND
POLYCLINIC, NURSING HOME	20% OF TOTAL LAND
GOVERNMENT, SEMI GOVERNMENT OFFICES	20% OF TOTAL LAND

Note: minimum land required to construct the building mentioned as above is 2 ropanis.

(Ref: MAAPDANDA, 2064, KVTDC, Page 29)

3. Institutional Zone: Within this zone there are different sub zones:

a. Government and Semi-Government Sub-Zones

b. Health Services Sub-Zones

c. Educational Sub-Zones

d. Police and Army Sub-Zones

The parking should be available for the following sub zone during construction of the building within this area as listed below

Table 2.4: parking provision for Institutional Zones:

Sub Zones	PARKING AREA
Government and Semi-Government	20% OF TOTAL LAND
Health Services Sub-Zones	25% OF TOTAL LAND
Educational Sub-Zones	15% OF TOTAL LAND
Police and Army sub zone	----

Note: the minimum land required to construct building within this area is 2 ropanis.

(Ref: MAAPDANDA, 2064, KVTDC, Page 32)

4. Industrial Zone:

5. Preserved Zone:

6. Urban Expansion Zone: within this area the following parking provision is applicable during construction of the building as listed below

Table 2.5: parking provision for Urban Expansion Zone:

BUILDING TYPE	PARKING AREA
STAR HOTEL	20% OF TOTAL LAND
CINEMA HALL,	20% OF TOTAL LAND
SCHOOL, CAMPUS	15% OF TOTAL LAND
POLYCLINIC, NURSING HOME	20% OF TOTAL LAND

Note: minimum land required to construct the building mentioned as above is 2 ropanis.

(Ref: MAAPDANDA, 2064, KVTDC, Page 36)

Parking, Kathmandu Metropolitan city office and Traffic Police

Today, parking is a big issue to manage which is directly affecting the traffic in the street. From the source of Department of Transportation and Management, Ministry of Labour and Transportation Management, the total numbers of vehicle registered in Bagmati Zone up to fiscal year 66/67 is about 506,135. Only in Fiscal year 2066/67, about 69,484 motor bikes were registered in Bagmanti zone and 12,720 other vehicle registered in DoTM.

Till now it is found that within the Kathmandu metropolitan city, there are different parking areas allocated for the parking by the Kathmandu Metropolitan city office, to the contractor with closed bidding. The selected contractor will be responsible for the particular parking lot for one year. The sample of contract agreement between KMC office and the contractor is as below:

Sample of contract document regarding “PAID PARKING in KATHMANDU METRO POLITAN CITY” (See Annex:8 )

As per written, the office of Kathmandu Metropolitan city located in Kathmandu District, Kathmandu metropolitan city ward no. 11, Bagdarbar, sundhara (first party) and the contractor (second party) , the contract agreement is done on the following points.

1. Parking areas: (in this point the parking location areas are described)

2. Bidding amount: (in this point the agreement amount after bid is to be paid by the contractor, the amount during contract sign, the advance amount for six month is paid. The balance amount will be paid within six month. If second party may not be able to pay within Seven days after six month, the contract will be cancelled informing the second party )

3. The contract period will be valid for one year.

4. The paid parking will be applicable only the areas localized by the KMC, implementation division and traffic police office.

5. The area for four wheel vehicle parking at least 15% of the total area must be allocated for taxi parking.

6. The notice board informing the rate of parking must be hang on the location visible to all.

7. The second party will be responsible for the any damages or loss in the vehicle during parking.

8. There will not be any concession on the contract amount showing the reason of bandh, other street strikes, natural hazards or any reasons.

9. If any conflict arises on the parking price, the solution will be search out negotiating both first party and second party. If the negotiation could not be done, the decision of first party will be applicable.

10. The parking price will be

Table 2.6: parking Fee allocated by KMC:

Type of vehicle	For one hour	More than one hour
Two wheeler	Rs. 5	Rs. 10
Four wheeler	Rs. 10	Rs. 20

11. The parking charge will not be applied for the vehicle used for press.

12. If anything go against the above points from the second party the contract will be automatically cancelled.

13. Any unusual parking around the allocated paid parking area must be removed and the parking must be done within the allocated area

FIRST PARTY SECONDPARTY

KATHMANDU METROPOLITAN CITY

BAGHDARBAR-11,

The authorized parking spaces provided by the Kathmandu Metropolitan City office are only 36 numbers, & they are as follows:

Table: 2.7 List of parking lot distributed by KMC

SN	TENDERED AREA	WARD NO.
1	INFRONT OF BABARMAHAL OFFICE	11
2	INFRONT OF PRASUTI GRIHA	11
3	FROM PYUKHA NEWROAD TO DHARMADHATU	24
4	SUKRAPATH	25
5	INFRONT OF RAJ PHOTO, MAKHAN	25
6	INFRONT OF BIR HOSPITAL	30
7	AROUND THE MAHABOUDHA STUPA	30
8	EAST SIDE OF DHARAHARA	22
9	WEST KHICHAPOKHARI, INFRONT OF EVEREST BANK	22
10	NACHHEGALLI TO KHICHAPOKHARI DABALI	22
11	PAKO PIPALBOT	22
12	DHARMAPATH	22
13	PAKO PHOTO CONCERN TO RANAMUKTESHOWR	22
14	RB COMPLEX (SA SULKA PARKING)	22
15	DARBARMARGA	1
16	NAYABANESHWOR CHOWK	10
17	DHOBIKHOLA SIDES OF ARANIKO HIGHWAY	34
18	BINA MARGA	1
19	SANKARDEV CAMPUS	31
20	KAMALADI KHANE PANI(EAST AND WEST OF PRAGYA BHAWAN)	1
21	INFRONT OF KATHMANDU MEDICAL COLLEGE, SINAMANGAL	9
22	DILLI BAJAR MALPOT, GURJUCHAUR	33
23	BALMANDIR,NAXAL	1
24	INFRONT OF MEDICARE	7
25	INFRONT OF ENTRANCE GATE OF AIRPORT	9
26	RABI BHAWAN, INFRONT OF OLD KALANKI MALPOT	14
27	BANESHWOR CONFERENCE CENTRER (( BELOW WATER TANKS)	34
28	ON THE WAY TO KUMARI HALL	31
29	SARASWOTI MARGA	1
30	INFRONT OF SANCHAYKOSH	30
31	ON THE RIGHT SIDE OF BAGBAJAR	31
32	BHOSIKO MAHABAHAL	24
33	BACK SIDE OF ARMY HOSPITAL	24
34	FASIKEB	24
35	INFRONT OF RANJANA HALL	24
36	CHINKAAT CHOWK	24
	TOTAL LOCATION: 36

The paid parking rate:

1) Two wheeler vehicle: for one hour ; Nrs 5.00 and more than one hour Nrs. 10.00

2) Four wheeler vehicle: for one hour Nrs 10.00 and more than one hour Nrs. 20.00

(See Annex:9)

Parking policy developed in Some Asian and Australian cities

Parking policy for the Dhaka Metropolitan Development Plan Area:

With the increasing number of vehicles plying on the city roads, more and more road space is being occupied by parked vehicles. As a result, there is a gradual reduction in the road space which is available for movement of traffic. In the same period, traffic has also been increasing at a significant rate. This is now forced to move through narrower road space. Congestion and vehicle holdups have become a routine affair and is a major cause of concern to the road users, city authorities and traffic managers.

For the above reason, the development, management and coordination of transportation systems within Dhaka Metropolitan Development Plan Area (this is conterminous with the RAJUK area which is defined in the Dhaka structure plan (1995-2015) and approved by the government vide their SRO No. 184-law/97 dated 03-08-1997 and published in the Bangladesh Gazette on 04.08-1997) area the mandated responsibility of the Dhaka Transport Coordination Board (DTCB ).The major role of DTCB is to formulate policies and guidelines which when approved by the government, would facilitate coordinated action among planning, implementing, regulation and enforcing agencies operation within the DMDPA.

The parking policy is expected to:

• Provide the guideline for working strategies to handle the increasing demand for parking spaces.
• Provide a guideline for appropriate level of expenditures and cost recovery for provision of parking facilities
• Provide a framework within which parking infrastructure and services can be provided and used efficiently with the support of the government, corporate and private sector.
• Provide a framework within which appropriate institutional arrangements can be created or strengthened to facilitate effective provision and management of facilities.
• Indicate the legal and administrative arrangements needed in support of this policy

The parking policy developed considering various aspect which need to be addressed if fairly comprehensive sets of policies are to be formulated. Policy statements have therefore been grouped into sections as listed below.

• Jurisdiction
• Demand for parking spaces
• Supply of parking spaces
• Parking regulations
• Operation and maintenance
• Institutional Setup and strengthening
• Support Legislations

. Summary of Policies

Policies on Managing Parking Demand

1. Non-restrictive parking shall be adopted in residential areas where the demand for parking is much less than the available of parking spaces.

2. Restrictive parking shall be adopted in areas where the demand exceeds the available parking spaces. These shall be enforced through pricing and regulatory mechanisms.

3. Two types of parking charges shall be levied at public parking places in the restrictive parking areas. Normal charges aimed to recover of operation and maintenance expenses, shall be levied in locations where the parking provision does not adversely affect the movement of traffic. Deterrent parking charges shall be more than the normal charges and shall be adopted in areas where parking demand is in excess of supply or in places where parking is observed to adversely affect the movement of traffic.

4. Regulations shall include parking restrictions to specific or all types of vehicles either by time of day or by duration or for specific purpose of travel or for vehicles carrying less than specified number of passengers per vehicle or by location.

Policies on Supply of Parking Spaces

5. Parking standards shall be reviewed once every five years. Necessary modifications shall be incorporated in the building rules.

6. There shall be regular monitoring of parking provisions in all buildings. Buildings found to be deficient in parking provisions vis-à-vis current building rules shall be required to pay a parking facility fees. This shall be in proportion to the extent of violation with respect to the required provision. The revenue from this source shall be used for augmenting parking facilities (on-street / off-street) in the area.

7. Private sector shall be encouraged to build and operate parking facilities to augment parking capacity in deficient zones. A standard and transparent procedure shall be adopted for selection of private enterprises.

8. Effort shall be made to develop park and ride facilities at all public transport interchanges in the city.

9. While imposing restriction to the movement of specific types of vehicles effort shall be made to provide adequate vehicle parking facilities at the terminal or interface points.

10. Effort shall be made to identify locations for truck terminals. Private sector participation shall be encouraged in the development and operation of these facilities.

11. Existing statutes shall be amended to make it mandatory for owners and operators of stage and contract carriers to park their vehicles in garages when the vehicles are not in operation.

12. Adequate parking spaces shall be reserved for taxis in all public parking places.

Policies on Operation and Maintenance of Parking Facilities

13. Concerned local authorities shall be responsible for the efficient operation and maintenance of public parking facilities.

14. Private sector should be encouraged to operate and maintain the public parking facilities on behalf of the local authorities.

15. A clear and transparent procedure shall be adopted for selection of contractors.

16. Local Authorities shall develop a standard training program and ensure that all staff of the contractors involved in the operation and maintenance of parking facilities undergoes this training. This would enable standardized operation and maintenance of parking facilities.

Policies on Parking Regulation

17. In restrictive parking areas, on-street parking shall be prohibited on all roads within the area except at places where it is specifically permitted by authorized road signs and markings.

18. The Chief of Police in each local area shall be the authorized person to notify the parking regulations, parking fees to be charged at each location and penalties for violation of parking regulations. This will be done through press releases and gazette publications.

19. The Chief of Police shall be advised by a Committee on matters relating to parking regulations, parking charges and penalties for violation.

Policies on Enforcement of Regulations

20. The Local Police shall be responsible for enforcing parking regulations as notified by the Police Chief.

21. They shall assign adequate number of police personnel of appropriate rank for surveillance and enforcement of parking regulations in each zone. Each zone shall have a tow truck to facilitate eviction of offending vehicles.

22. Tow trucks shall be requisitioned from private enterprises to facilitate enforcement of parking regulations. The operating expenses shall be recovered through penal fees collected from violators

Policies on Institutional Setup And Capacity Building

23. Preparation of parking plans, provision of parking facilities and its management shall

be the responsibility of the Local Civic Authorities. They shall also monitor the operation and maintenance of facilities and ensure uniform standards at all locations.

24. RAJUK shall regularly monitor the parking provisions in buildings vis-à-vis revailing

building rules and collect necessary fees for non-compliance.

25. Local Police shall be responsible for enforcement of parking regulations and shall ensure regular surveillance for parking offenses.

26. All fees namely, Operation and Maintenance Contract fees, parking fees, parking development fees etc. collected by the Local Civic Authorities, RAJUK and Local Police shall be credited to a parking fund. An appropriate authority in the Local Civic Authority shall operate this fund exclusively for provision of parking facilities and for procurement of equipment and services for all concerned agencies.

Policies on Supportive Legislations

27. The Chief of Local Police shall be given the authority to regulate and enforce parking within the city.

28. The Local civic authorities shall be given the authority to collect parking fees at public parking facilities.

29. RAJUK shall have the authority to inspect premises for parking provision violations. They shall be given the authority to fix, levy and collect development fees from building owners who do not comply with parking provisions as in the prevailing building rules.

30. Local Civic Authorities shall be given the authority to create a Parking Fund. All fees collected by Local Civic Authority, RAJUK, and Local Police in connection with parking operation and maintenance, violation of building codes and enforcement shall be credited into this.

31. Necessary legislation shall be made to direct the RAJUK and Local Police to deposit the collected fines and fees into the parking fund.

Perth Parking Policy:

The Perth parking policy was developed on May, 1993 published in the transport report 393 with the approach of the state government and the City of Perth to the development and management of parking facilities within the city of Perth.

This policy was formulated with the following major objectives:

· To ensure the continued economic vitality of the City of Perth

· To Improve accessibility to and within the city, of all users

· To Improve air quality and the physical environment of the city

· To Keep the impacts of vehicular traffic within the acceptable limits

· To encourage the efficient use of parking facilities in the policy area

· To provide a frame work for the development of parking facilities within the city.

To achieve the above objectives they also have formulated some principles to parking in the city

· An adequate range of parking facilities will be provided and managed having regarded to demand, availability of public transport, road capacity, traffic flow, land use and environmental conditions.

· In the heart of the city pedestrians will have priority; surrounding the pedestrian heart the emphasis will be on the provision of short term parking. New public long term car parks may be located outside the central area

· The policy will not be applied retrospectively to existing parking facilities for which approvals have been gained, but where site re-development occurs proposals will be assessed in terms of the policy.

· The level of desirable tenant parking will vary according to the category of street from which such facilities take access; the general principle is the allowances are lower where access has greater detrimental impact on pedestrian movement

· Parking facilities should complement their surroundings and provide convenient service without causing undue disruption or loss of amenity to surrounding uses.

· Off street parking areas should be located and designed so they are an integral part to the development of the site. Disabled and cycling parking facilities should be visible and conveniently located.

This report further suggests the policy provisions governing the establishment of parking facilities within the policy area break down into:

· Zones governing the provision of public parking

· Desirable and maximum number of bays per hectare for tenant parking dependent on the category of the street from which access is taken.

For the public parking, short stay parking facilities are those generally available to the public where at least 50% of vehicles stay less than 4 hours; and at least 90% stay less than six hours; and long stay public parking facilities are those generally available to the public for use with out time constraints

It establishes three zones for public parking as

· Pedestrian Priority Zone (PPZ)

· Short Stay Parking Zone (SPZ)

· General Parking Zone (GPZ)

Similarly, tenant parking is described as parking available, generally on site, for the exclusive use of tenants/ occupants of city commercial building.

In this policy they have developed some policies for the special provisions:

1. Residential Parking

In this policy residential parking is parking used solely in conjunction with residential uses.

The number, location and layout of parking areas for residential developments shall comply with the provisions of the city of Perth City Planning Scheme.

2. Events Parking:

In this policy the developed to allow the use of areas used intermittently of parking vehicles in association during some special events.

3. Parking for people with disabilities

Parking facilities for people with disabilities shall as a minimum comply with the relevant current Australian standards, and the provisions of the disabilities Discrimination act.

4. Bicycle parking

Bicycle parking facilities in new developments and established premises should be provided in accordance with the city of Perth City Planning Scheme (Bicycle Policy)

5. Special Purpose Bay:

The provision of bays marked exclusively for the use of motor cycles, bicycles, delivery and service vehicles, taxis, buses, and coaches and courier services may be provided on streets or required on-site where the nature of the development in the view of the relevant authority, requires such bays.