RESEARCH on a
Multi-story car park
MENDOZA, Anna Angelica V.
DESIGN422 - AR020
Feb. 21, 2013
I.
INTRODUCTION
A multi-storey car-park (also called a parking garage, parking structure, parking ramp,
parkade, parking building or parking deck) is a building designed for car parking and where there
are a number of floors or levels on which parking takes place. It is essentially a stacked car park.
Parking as part of an overall transportation system is one of the crucial issues of our times. As the
number of automobiles increases exponentially, the need to house them in close proximity creates a
challenging design problem. The parking facility or lot must foremost deal with the
Functional/Operational - as in providing for safe and efficient passage of the automobile.
II.
National Building Code of the Philippines
RULE IV - TYPES OF CONSTRUCTION
SECTION 401. Types of Construction
4. Type IV - shall be steel, iron, concrete, or masonry construction and walls, ceiling
and permanent partitions shall be of incombustible fire-resistive construction, except, that
permanent non-bearing partitions of one-hour fire-resistive construction may use fire-retardant
treated wood within the framing assembly.
RULE VII - CLASSIFICATION AND GENERAL REQUIREMENTS OF ALL BUILDINGS BY
USE OR OCCUPANCY
SECTION 701. Occupancy Classified
V. Group E - Business and Mercantile
Division 3 - Aircraft hangars and open parking garages where no repair work is done
except exchange of parts and maintenance requiring no open flame, welding or the use of highly
flammable liquids.
General
Classification of
Use/Character of
Occupancy of
Building/ Structure
Division E-3
(Business and
Mercantile,
where
no repair work is
done except
exchange of
parts
and maintenance
requiring no
open
flames, welding
or
use of highly
flammable liquid)
PRINCIPAL
1. All permitted uses
in Division E-1 (or
for C-1 and C-2
class) buildings/
structures
2. Aircraft hangars
3. Commercial
parking lots and
garages
4. Department
stores, shopping
malls/ centers,
commercial and
sports complexes/
areas
5. Institutional uses
as university
complexes
6. Other
commercial/busines
s activities not
elsewhere classified
(n.e.c.)
ACCESSORY
1. All uses
allowed in R-1,
R-2 and
R-3 Zones
2. All uses
allowed in C-1,
C-2 and
C-3 Zones
3. Some uses
allowed in I-1
Zones
4. All uses
allowed in GI
Zones and
SI Zones
5. Parks and
Recreation and
Entertainment
class buildings/
structures
CONDITIONAL
Zoning Classification
C-3 (Commercial
Three or
Metropolitan
Commercial)
means a
metropolitan level
of commercial use/
occupancy,
characterized
mainly as a
medium-rise to
high-rise building
/structure for high to
very high intensity
commercial/trade,
service and
business activities,
e.g., large to very
large shopping
malls, very large
office or mixed
use/occupancy
buildings and the
like.
SECTION 707. Maximum Height of Buildings
Commercial 3 (C-3)
- Number of allowable storeys/floors above established grade: 16-60
- Meters above highest grade: 48.00 -180.00
Minimum Required Off-Street (Off-RROW) cum On-Site Parking Slot, Parking Area and
Loading/Unloading Space Requirements by Allowed Use or
Occupancy
5.3. Division E-3
Reference Uses or Character of Occupancies or Type of Buildings/Structures:
- Aircraft hangars, open parking carports and garages, etc.
Minimum Required Parking Slot, Parking Area and Loading Space Requirements:
- One (1) car slot for every 1,000.00 sq. meters of gross floor area and one (1) bus
slot for every one hundred (100) workers; if number of workers exceed two
hundred (200), provide one (1) off-RROW (or off-street) passenger loading space
that can accommodate two (2) queued jeepney/shuttle slots.
RULE VIII - LIGHT AND VENTILATION
SECTION 804. Sizes and Dimensions of Courts
III.
DESIGN GUIDELINES
Site Requirements
Large and rectangular shaped
sites are ideal for parking structures.
Although flat sites are generally more
economical to develop, sloped sites
can provide design opportunities such
as access on different levels and/or no
ramping between levels. For a
reasonably efficient parking layout,
double-loaded parking bays range in
width from about 54 to 60 feet,
depending upon the angle of parking
and the width of the parking space.
The overall width of the structure
should be determined based upon
multiples of the chosen parking bay
width. An ideal length for a parking
structure is at least 240 feet. Longer
sites provide the opportunity to park
along the end bays, which provides
more parking spaces, improves
efficiency, and lowers the cost per
space. A longer site also allows for
shallower ramps which provide
improved user comfort.
Generally, parking bays
should be oriented parallel to the
longer dimension of the site and
preferably in the predominate direction
of pedestrian travel. Walking distance
tolerances from parking to a primary
destination are typically 200 to 300
feet for shoppers, 500 to 800 feet for
downtown employees, and 1,500 to
2,000 feet for special event patrons
and students.
Parking Structures for People
Different user types will have different
needs
Some user types may need to be
physically separated to ensure
revenue control or for security
reasons.
Different users require different
pedestrian circulation systems
Parking space widths and circulation
geometry needs vary depending on
the user type.
Some vehicular circulation system are better for specific user types:
o Residential Regular users enter and exit two times a day.
o Education May have peak loads in and out.
o Hotel Overnight guests, maybe event parking too.
o Office Low turnover. Regular users enter and exit two times a day.
o Health Care Visitors Way finding very important. Need to
accommodate elderly drivers and passengers.
o Health Care Staff Shift time overlap and loading. Security issues at
particularly at night.
o Retail High turnover.
o Occasional users - way finding to and from vehicle.
o Elderly or Families with Small Children Way finding again
important. May need larger spaces and more elevators.
o Events Easy quick loading and unloading of structure. Multiple
vehicular paths.Consider revenue collection method typically flat
fee on entry. Provide queuing space. Consider pedestrian flow to
event - avoid crossing traffic.
Circulation and Ramping
The basic circulation element for a parking structure is the continuous ramp
with parking on both sides of the drive aisle. In continuous ramp structures, some of the
parking floors are sloped in order for traffic to circulate from one level to another. Only on a
sloping site that permits direct access to each level from the exterior roadways are ramps
unnecessary; but they still may be desirable for internal circulation. The basic criteria for
choosing a circulation system are the simplicity or complexity of the system and the
architectural compatibility. Ingress and egress capacities are also a consideration in the
selection of a circulation system. Some circulation systems provide the opportunity for level
faades which may be desirable.
Non-parking ramps are often employed at airports, casinos, large retail
structures, for special event structures, and on small and irregularly shaped sites. Nonparking ramps consist of circular helixes (most common), express ramps (external), and
speed ramps (internal). Non-parking ramp slopes should have a maximum slope in the 12%
to 14% range. Non-parking ramp slopes up to 20% are sometimes considered if covered or
equipped with snow melt systems. Parking structures with non-parking ramps tend to be less
efficient in terms of square feet of structure per sparking space which directly increases the
construction cost per parking space. A grade difference of 8% or more requires transition
slopes so vehicles do not bottom out. Recommended are minimum 10-0 transition slopes at
the top and bottom of the ramp that are one-half of the differential slopes. For instance, two
10-0 transition ramps sloped at 6.25% would be required at the bottom and the top of a ramp
sloped at 12.5%.
One-Way vs. Two-Way Traffic
One of the primary factors in the design of parking structure is determining the traffic flow;
one-way or two-way. Typically, a parking bay for a oneway traffic flow is narrower than for a
two-way flow. The available site dimensions will influence the parking bay width and thus also
influence the circulation pattern. There are advantages and disadvantages to both circulation
patterns. One-way traffic flow should never be combined with 90 parking. In parking facilities
with one-way traffic flow, the angle of the parking stalls establishes the direction of vehicle
traffic.
Advantages of One-Way Traffic
Flow:
Easier for parkers to enter/exit
parking spaces.
Vehicles are more likely to be
centered in angled spaces.
Less circulation conflict and reduced
potential for accidents.
Better visibility when backing out of
a stall.
Separation of inbound and
outbound traffic and improved flow
capacity of the circulation system.
The intended traffic flow is selfenforcing.
One-way traffic allows the angle of
parking to be changed to
accommodate changes in vehicle
sizes.
Advantages of Two-Way Traffic Flow:
Wider drive aisles allow parkers to pass other vehicles.
Wider drive aisles are safer for pedestrians.
Better angle of visibility when searching for a parking space.
Traffic flow follows its own pattern rather than one that is forced.
Two-way traffic and 90 parking makes more efficient use of parking aisles (more spaces in
a run).
Two-way parking facilities can essentially operate as one-way facilities when there is heavy
directional traffic.
Single Threaded Design
In order to develop a
reasonably efficient free-standing
parking structure, the minimum
dimensions needed are about 122 feet
in width by 155 feet in length. A width
of 122 feet allows for a two-bay facility
with two-way traffic flow and 90
degree parking. A facility with two-way
traffic and a five-foot rise along each
bay requires approximately 155 feet in
length for a minimum floor-to-floor
height of about ten feet. That is, one
360-degree turn within the facility
equates to a vertical rise of ten feet. A
structure in this configuration has
sloping floors along both faade sides.
However,sloping floors can make
faade treatments challenging. On
larger sites that allow a structure
length of about 255 feet, one bay can
be sloped rising 10 feet with opposite
faade having a level floor.
Principal Advantages of a Single-Threaded Helix:
Repetitive and easy to understand for users.
Potentially more flat-floor parking and level faade elements.
Better visibility across the structure, which enhances security.
Principal Disadvantages of a Single-Threaded Helix:
More revolutions required going from bottom to top and top to bottom.
Two-way traffic bays have less flow capacity than one-way traffic bays. Traffic in both
directions is impeded by vehicles parking and vacating a space.
A facility with a one-way
circulation
system
and angled parking can be
Double Threaded Design
provided in a double-threaded helix with
modules ranging from 54 to 58 feet in width,
depending upon the angle of parking. The
preferred angles of parking for an efficient
layout are 60, 70 and 75. A double thread,
which requires a ten-foot rise along each
module, requires 240 feet in length. More
efficient layouts can be achieved on longer
sites. The isometric right represents a two-bay
double-threaded helix with one-way traffic.
Principal Advantages of a DoubleThreaded Helix:
Efficient circulation and more traffic
flow capacity
Pass fewer spaces both inbound
and outbound.
Principal Disadvantages of a
Double-Threaded Helix:
Can be complex and confusing,
particularly in finding ones vehicle
upon return to the parking facility.
Two-sloped bays and minimal flatfloor parking.
Other Circulation Systems
Parking Layout Dimensions
Parking spaces adjacent to walls, columns, elevators, stairs, etc. should be widened, if
possible, by one foot so that vehicle doors can be more easily opened.
Signage and Wayfinding
Parking facilities can be very large, complex, and confusing. A well designed graphics and
signage system will effectively communicate necessary information to patrons, reduce
confusion, improve safety, and enhance the overall user experience.
-Vehicle Signs
-Pedestrian Signs
-Level Theming
-Entry Signs
-Regulatory Signs
-Illuminated Signs
-Pavement Markings
Structural Systems
Three primary structural systems commonly used in parking structures today:
Cast-in-Place Concrete
Precast Concrete
Steel Framed
Flexible column spacing (20 to 27)
Generally no shear walls
Cast-in-Place Concrete
Lower maintenance cost
Wide beam spacing creates more
open feeling with perception of higher
Advantages of Cast-in-Place
ceiling
Construction:
Accommodates parking structures
Monolithic construction so fewer
on irregular sites, beneath buildings,
sealant joints
and underground
Positive drainage is easier to
achieve
Disadvantages of Cast-in-Place
Post-Tensioning forces reduces slab
Construction:
cracking
Potentially higher construction cost
Floor vibration imperceptible
Quality control is more difficult to
attain due to exposed weather
conditions
May require architectural cladding to
improve exterior aesthetics
Less adaptable to winter
construction in cold climates
Longer on-site construction
schedule
Closer expansion joint spacing
Congestion of tendons and rebar at
beam column joints
Larger on-site staging requirement
Architectural faade spandrels also
serve as structural load bearing
elements
Disadvantages of Pre-Cast
Construction:
More propensity for leaking at the
joints
Higher maintenance cost for
sealants
The close spacing of thee tee stems
creates the perception of lower ceiling
height
Tee stems can block signage and
interfere with lighting distribution
Shear walls affect architecture at
the exterior and reduce visibility at the
interior
Reduced drainage slopes
More bird roosting ledges
Might not be performed by local
subcontractors
Steel Framed
Advantages of Steel Construction:
Flexible column spacing of 18 to 22
Generally no shear walls
Can be performed by local
subcontractors
Shorter on-site construction
schedule
Potentially lower construction cost
Easily accommodates vertical
expansion
Precast Concrete
Advantages of Pre-Cast
Construction:
Quality control because members
are fabricated at a plant
Potentially lower construction cost in
some regions
Shorter on-site construction
schedule
Greater expansion joint spacing (up
to 300 feet)
More adaptable to winter
construction
Disadvantages of Steel
Construction:
Erection concerns due to mixing
foundation,
steel, and precast subcontractors
Not recommended where the steel
is required
to be fire rated by the building code
Depending upon code
requirements, steel
structure may need to be fireproofed
Steel painting for corrosion
protection
Maintenance of steel paint system
Steel delivery times can fluctuate
Extensive bird roosting ledges on
the beam
IV.
Design Considerations
Zoning Requirements (permitted uses, setbacks, easements, etc.)
Building Code Compliance
Subsurface Conditions and Foundations
Aesthetics
Fire Rating, Fire Protection and Life Safety
Mechanical Systems
Storm Drainage and Water Storage
Parking Access and Revenue Control Equipment
Mixed Uses (retail, residential and office)
Parking Office Requirements
Maintenance
PARKING STANDARDS
