Beleidsregels Parkeernormen Druten – Parking Standards Policy Framework
The Beleidsregels Parkeernormen Druten is a formal regulatory document issued by the College of Mayor and Aldermen of the Gemeente Druten, Netherlands. Adopted on September 17, 2024, and published in the Gemeenteblad on September 25, 2024 (No. 403520), these policy rules establish the legal framework for parking requirements in spatial developments. The regulation is based on Article 4:81 of the Algemene wet bestuursrecht (Awb) and Article 3.1.2 of the Besluit ruimtelijke ordening, serving as a dynamic policy linked to the municipal Omgevingsplan.
The scope of this document encompasses car and bicycle parking standards for the kernels of Druten, Puiflijk, Afferden, Deest, Horssen, and the surrounding rural areas (buitengebied). It applies to new construction, building activities, and changes in functional use. The framework utilizes CROW Publication 381 (Toekomstbestendig Parkeren) as its technical foundation, adjusting norms based on the degree of urbanization and local car ownership rates. The regulation defines specific criteria for parking on own ground, shared use (dubbelgebruik), and financial contributions to the municipal parking fund.
Professional users can consult this document to determine specific parking norms for residential, commercial, and educational functions. It provides detailed annexes including calculation tables for different housing types, acceptable walking distances, and the technical dimensions for parking facilities.
Urban Zoning and Area Typology
The municipality classifies its territory into specific urban zones to determine the applicable parking norms. These zones are defined by the address density and accessibility of alternative transport modes.
- Centrum kern Druten: Classified as Matig stedelijk (moderately urban) and designated as the Schil Centrum zone.
- Bebouwde kom Druten: Classified as Matig stedelijk but falls under the Rest bebouwde kom zone.
- Puiflijk and Deest: Classified as Weinig stedelijk (little urban) within the Rest bebouwde kom zone.
- Afferden and Horssen: Classified as Niet stedelijk (non-urban) within the Rest bebouwde kom zone.
- Buitengebied: All areas outside the planned urban boundaries, classified as Niet stedelijk.
Implementation of the Parking Obligation
The primary requirement is that developers must resolve the parking demand on their own property (eigen terrein). If this is physically or financially unfeasible, a structured step-by-step assessment is followed.
- Step 1: Realization of the parking obligation on own ground according to Table 2 dimensions.
- Step 2: Adjustment of the building plan to reduce parking demand.
- Step 3: Request for an exemption with proof that nearby private agreements are not possible.
- Step 4: Evaluation of public space capacity via a parking survey (parkeeronderzoek).
- Step 5: Financial contribution to the Parkeerfonds if an exemption is granted.
For residential projects, the calculation of available spots on private property is subject to reduction factors. For example, a single driveway without a garage (minimum 5.0m deep) counts as 0.8 spots, while a garage without a driveway counts as 0.4 spots.
Shared Use and Reduction Factors
When multiple functions are combined in one development, the total parking demand may be reduced through shared use (dubbelgebruik). This is calculated using presence percentages for specific time frames.
- Presence Table: Table 3 details percentages for workdays (morning, afternoon, evening, night), Saturday, and Sunday.
- Bicycle reduction: Residential apartment developments can reduce car parking demand by up to 5% by providing high-quality bicycle storage exceeding building code minimums.
- Shared cars: Implementing commercially offered shared cars (deelauto's) for at least 10 years can result in a reduction of up to 10% in the car parking requirement.
Bicycle Parking and Financial Buyouts
Non-residential functions are subject to specific bicycle parking norms listed in Bijlage 2, based on the CROW Leidraad Fietsparkeren 2023.
- Financial Contribution: If parking cannot be realized, the buyout fee is €15,000 (excl. VAT) per spot in the center of Druten and €10,000 (excl. VAT) in other urban areas.
- Walking Distances: Acceptable distances from the entrance range from 100 meters for healthcare to 500 meters for workplaces and teachers.
Frequently Asked Questions
What is the cost of buying out a parking spot in Druten?
The financial contribution to the parking fund is €15,000 per spot in the center of Druten and €10,000 per spot in the other kernels (Afferden, Deest, Horssen, and Puiflijk), excluding VAT.
Does a garage count as a full parking space for residential developments?
No, a garage without a driveway is calculated as 0.4 of a parking spot, while a garage with a single driveway is calculated as 1.0 spot (based on a theoretical 2.0 spots).
Are there exemptions for small non-residential projects?
Yes, if a development results in a demand for a maximum of 1.0 extra parking space, no physical realization or exemption is required. This applies only to non-residential functions.
How many bicycle parking spots are required for a restaurant in Druten center?
According to Table 5 in Annex 2, a fast-food restaurant in Druten center requires 21.5 bicycle spots per 100 m² BVO, including the terrace area.
What urbanization level is used for parking norm calculations in Druten?
While the municipality is generally 'little urban' (weinig stedelijk), the built-up area of Druten is specifically categorized as 'moderately urban' (matig stedelijk) for norm selection.
Can car parking requirements be reduced by offering shared cars?
Yes, for residential developments of 20 or more units, providing commercial shared cars for at least 10 years can reduce the resident parking requirement by a maximum of 10%.
