Nota parkeernormen Gemeente Lansingerland – Parking Standards for Urban Development
The Nota parkeernormen Gemeente Lansingerland was published in February 2014 by SOAB Breda on behalf of the municipality of Lansingerland. This regulatory document serves as the technical companion to the broader Nota Parkeren 2013-2020. Following the 2007 merger of the municipalities of Berkel en Rodenrijs, Bergschenhoek, and Bleiswijk, this document established a unified framework for car and bicycle parking requirements. It is classified as a policy-light (beleidsarm) document, as it bases its standards on empirical data and national guidelines rather than political choices.
Regulatory oversight for parking is legally enforced through bestemmingsplannen (zoning plans) and the bouwverordening (building ordinance). The standards apply to all new urban development plans initiated from 2014 onwards, including specific projects in Westpolder (sub-plans 4, 6, and 7) and Meerpolder. The document utilizes CROW-publicatie 317 (Kencijfer parkeren en verkeersgeneratie) as its foundational reference, adjusting these national figures to fit the specific demographic and spatial characteristics of Lansingerland.
The framework covers a wide range of land uses including residential housing, offices, retail centers, health facilities, and educational institutions. It provides detailed calculation methods for shared use through presence percentages, specific credit for on-site parking (parkeren op eigen terrein), and maximum acceptable walking distances for different user groups. This structured approach allows developers and municipal planners to determine the required number of parking spaces for both cars and bicycles in a consistent manner.
Urban Density and Geographic Classification
The parking requirements in Lansingerland are determined by the municipality's urban density and the specific location of a project. Based on CBS data, the municipality has an average density of 1,163 addresses per km², placing it in the matig stedelijk (moderately urban) category.
- Matig stedelijk: The standard classification for all zones within the municipality (1,000 – 1,500 addresses per km²).
- Rest bebouwde kom: This classification applies to most built-up areas within the village centers where public transport alternatives do not significantly reduce car ownership.
- Buitengebied: Applies to projects located in the rural or peripheral areas outside the main village boundaries.
- Exclusion of Center Norms: Because local centers do not possess a significantly higher quality of public transport compared to surrounding areas, specialized 'center' or 'shell' norms are not utilized.
On-Site Parking and Calculation Factors
When developers provide parking on private property (parkeren op eigen terrein or POET), the spaces are not counted at 100% capacity due to the likelihood that garages or driveways may be used for storage rather than vehicle parking. The document provides a calculation factor (berekeningsaantal) for various configurations.
- Single Garage: Counted as 0.4 spaces for residential dwellings.
- Driveway (minimum 5.0m depth): Counted as 0.8 spaces without a garage, or 1.0 space if a garage is also present.
- Long Driveway (with or without carport): Counted as 1.0 space.
- Double Driveway (minimum 4.5m width): Counted as 1.7 spaces without a garage, or 1.8 spaces with a garage.
Parking Balance and Shared Use
To prevent an oversupply of parking, the document requires the calculation of a parkeerbalans (parking balance). This involves applying aanwezigheidpercentages (presence percentages) to account for different peak demand times between residential and commercial users.
- Residential Peak: 100% presence is assumed during the night, while visitors are at 0% during late-night hours.
- Commercial Peak: Offices are calculated at 100% during weekday mornings and afternoons, dropping to 0% at night and on Sundays.
- Retail Peak: Regular retail and supermarkets reach 100% peak demand on Saturday afternoons.
- Shared Use: Developers may reduce total required spaces if they can demonstrate that different functions (e.g., offices and apartments) can share the same physical parking facilities at different times of the day.
Walking Distances and Critical Pressure
The document defines the maximum acceptable distance between a destination and the assigned parking space, as well as the kritische grens (critical limit) of parking occupancy in public spaces.
- Residential areas: Maximum walking distance of 100 meters for both residents and visitors.
- Work areas: Maximum walking distance of 500 meters for employees.
- Village centers: Maximum 100 meters for residents (outside regulated hours) and 400 meters for visitors.
- Public Transport hubs: Maximum 200 meters from parking to the stop.
- Occupancy Limit: Public parking is considered problematic when occupancy exceeds 85% to 90%, depending on the area type.
Frequently Asked Questions
What is the parking norm for a detached house in Lansingerland?
For a detached house (koop, vrijstaand), the norm is 2.2 spaces per dwelling in the built-up area and 2.4 spaces in the peripheral areas.
How are visitor parking requirements calculated for residential projects?
A visitor share (aandeel bezoek) of 0.3 spaces per dwelling is included in the total residential parking norm.
Does a garage count as a full parking space on private property?
No, a garage at a house is only counted as 0.4 spaces toward the total requirement because it is frequently used for purposes other than car parking.
What are the dimensions required for a parking driveway?
A single driveway must be at least 5.0 meters deep, and a double driveway must be at least 4.5 meters wide to be recognized in the parking balance.
How are school drop-off and pick-up zones regulated?
The static tables only cover school personnel; spaces for parents picking up children (halen en brengen) must be calculated separately using the CROW 'Parkeren en verkeer' module.
Are bicycle parking standards included in these regulations?
Yes, Appendix 2 provides mandatory bicycle parking norms, such as 14 spaces per 100 m2 GFA for secondary school students and 2.7 spaces per 100 m2 GFA for retail centers.
What happens if a project cannot meet the parking norms?
The College of Mayor and Aldermen may grant a formal deviation if they determine that applying the norm would have excessive financial or environmental consequences, such as the loss of green space.
