Nota Parkeernormen Gemeente Purmerend 2016 – Parking Standards and Policy
The Nota Parkeernormen Gemeente Purmerend 2016 is the regulatory document issued by the municipality of Purmerend to govern parking requirements for spatial developments. Formally adopted by the municipal council following a proposal from the Mayor and Aldermen on March 24, 2016, this policy serves as the legal assessment framework for building permit applications (omgevingsvergunning). It replaces the parking provisions previously held within the Bouwverordening (Building Ordinance) and aligns with the Wet op de ruimtelijke ordening (Wro).
The document applies to all new construction projects, renovations of existing buildings, and changes of functional use. It establishes parking standards based on national CROW guidelines, specifically adapted to the local urban context of Purmerend. The regulatory framework is divided into four distinct zones: Voetgangersgebied (Pedestrian Area), Rest binnenstad (Remainder of City Center), Schil (Shell/Transition Zone), and Rest bebouwde kom (Remainder of Built-up Area). It includes detailed annexes covering parking standards per function, shared-use percentages, conversion factors for private driveways, and maximum acceptable walking distances.
Professional users including architects and developers must utilize the provided 13-step assessment plan to determine the total parking demand, evaluate the feasibility of parking on-site, and identify potential eligibility for deviation regulations such as the Restcapaciteitsregeling or Nulvergunningenregeling.
Zoning and Area Classifications
Purmerend is divided into four geographical zones, each with specific parking norms determined by urban density and accessibility. The standards are generally lower in central areas with high public transport connectivity and higher in peripheral residential zones.
- Voetgangersgebied: The historic center where motorized traffic is restricted; residential parking is generally not realized on-site, but visitor parking requires financial contributions.
- Rest binnenstad: The inner-city area surrounding the pedestrian zone.
- Schil: The transition zone between the city center and suburban residential areas.
- Rest bebouwde kom: All other built-up areas within the municipal boundaries.
Calculation of Parking Demand and Shared Use
The parking demand is calculated by multiplying the scale of the function (e.g., gross floor area, number of dwellings, or treatment rooms) by the specific parking norm defined in Bijlage I. For projects with multiple functions, the policy allows for the calculation of shared use (dubbelgebruik) to prevent an oversupply of parking spaces.
- Salderen: The parking demand of the existing situation may be deducted from the new requirement, provided the previous use was active recently.
- Presence Percentages: The calculation utilizes Bijlage II to determine the peak demand across different time slots (working days, evenings, and weekends).
- Rounding: The final calculated parking requirement is always rounded up to the nearest whole number (e.g., 10.25 becomes 11 spaces).
On-Site Parking and Technical Requirements
The primary requirement is that all parking demand must be facilitated on the project's own terrain (eigen terrein). The document provides specific conversion values in Bijlage III for residential parking facilities to reflect their actual availability for the parking stock.
- Single driveway without garage: Counts as 0.8 parking spaces (theoretical 1).
- Double driveway with garage: Counts as 1.8 parking spaces (theoretical 3).
- Driveway dimensions: A driveway must be at least 5.0 meters deep to be considered; double driveways must be at least 4.5 meters wide.
- Disabled parking: All facilities must comply with the ASVV guidelines from CROW regarding dimensions and accessibility.
Deviation Regulations and Walking Distances
If parking cannot be fully realized on-site, the municipality may allow deviations through specific schemes, provided the development does not cause unacceptable pressure on public parking.
- Restcapaciteitsregeling: Applies in unregulated areas where a parking survey proves the occupancy rate in the vicinity (within acceptable walking distances) remains below 85% after the project is completed.
- Nulvergunningenregeling: Applies in permit-regulated areas where residents or users of the new development are excluded from obtaining street parking permits.
- Acceptable Walking Distances: Standards vary by function, such as 100m for housing, 400m for retail, and 500m for workplaces.
Frequently Asked Questions
What is the acceptable walking distance for residential developments in Purmerend?
The maximum acceptable walking distance between a dwelling and its designated parking space is 100 meters, as defined in Bijlage IV.
How is parking demand handled in the pedestrian zone?
In the pedestrian zone, residents are generally exempt from realizing on-site parking, but for visitor demand, a financial contribution to the Nota GKP is required for alternative parking locations.
Does the parking standard apply to existing buildings?
Parking standards only apply to new developments, expansions, or changes in use; they are not applied retroactively to existing, unchanged situations.
What is 'salderen' in the context of parking calculations?
Salderen is the process of subtracting the theoretical parking demand of an existing function from the demand of the new project, so only the net increase in demand must be provided.
Are driveways counted as full parking spaces for residential projects?
No, driveways are calculated using conversion factors; for example, a single driveway without a garage counts as 0.8 spaces toward the total requirement.
What happens if a parking calculation results in a decimal like 5.2?
According to the policy, all final parking requirements must be rounded up to the nearest whole number, so 5.2 spaces would become a requirement of 6 spaces.
