Parking space regulation

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In Germany, parking space ordinances or parking space statutes regulate how many parking spaces for vehicles and bicycles must be proven when building a new building on the property or in the vicinity. The number of mandatory parking spaces depends on the use of the building and the number of users (e.g. the number of parking spaces in residential buildings is determined based on the number of residential units ). The specifications are partly based on technical and statistical findings, such as B. the degree of motorization .

history

In the 1930s, urban planning wanted to ensure that sufficient space would be made available for a fundamental change in traffic behavior. The background was the introduction of the Volkswagen . The Reichsgaragenordnung (Reichsgaragenordnung) of 1939 was intended to ensure that parking spaces were made available for potential vehicle owners in every residential building . At that time, a garage space was required for each residential unit. With this first step towards a car-friendly city , it was achieved that, beyond the early years of motorization, every new residential building was already provided with appropriate garages. These were often only used for their actual purpose between 1950 and 1960.

In recent decades, parking ordinances are due primarily to the fact that the municipalities do not the cost of the creation of cars can carry -Stellplätzen. The aim is that the landowners no longer discharge their responsibility for the vehicles of their tenants, guests or customers at the expense of third parties.

The obligation to create bicycle parking spaces was introduced much later. Its aim is to promote bicycle traffic and to reduce the disabilities for pedestrians caused by parked bicycles (and e-scooters that will be parked in the future ).

Situation in Germany

In Germany today, the requirements are usually regulated by the building regulations of the federal states. In principle, the necessary motor vehicle and bicycle parking spaces must be set up on the building site or on a property in the vicinity for structures that are likely to lead to incoming and outgoing traffic. The scope of the parking space requirement is determined by the building supervisory authority. As a rule, it is based on administrative guidelines . If the necessary parking spaces cannot be created or can only be created with particular difficulty, the building supervisory authorities can exceptionally allow the creation of the parking spaces to be replaced by paying a transfer fee to the municipality.

In some federal states (e.g. in Brandenburg ) the state building regulations have been changed in recent years to the effect that a state-wide uniform parking space requirement no longer exists. Instead, the municipalities can issue parking regulations. An obligation to build parking spaces then only exists in municipalities that make use of this authorization. In some cases, for reasons of transport policy, no minimum numbers are set for the creation of parking spaces in areas with good public transport . In some inner-city areas, maximum numbers are even set for parking spaces in order to reduce vehicle traffic. However, forbidden z. For example, the Bavarian Building Code allows the municipalities to reduce the parking space key for apartments, but allows them to have higher minimum requirements, so that in an extreme case 2⅓ parking spaces per apartment of 41 m² or more were required.

In the state of Berlin, according to Section 50 of the building regulations requires parking spaces only for disabled parking spaces in publicly accessible buildings and parking spaces for bicycles .

In 2013, Hamburg abolished the obligation to build car parking spaces for apartments. Since 2015, the state building regulations of Baden-Württemberg have provided the possibility of doing away with a quarter of the car parking spaces with more bicycle parking spaces - four bicycle spaces replace one car parking space.

Technical guidelines

In the absence of ordinances, technical guidelines provide orientation values ​​that are recognized state of the art . The explanations in the building design manual by the architect Ernst Neufert are particularly helpful in this context . In addition, there are the guidelines for road construction in Germany and the guidelines and regulations for road construction (RVS) in Austria, which contain detailed information on the arrangement, design and dimensioning of parking spaces.

Criticism of parking regulations for cars

The costs of creating parking spaces are only partially paid by those who use the parking spaces and thus also benefit from them. This results u. a. from the fact that the sales prices for underground parking spaces that can be achieved on the market are often well below the production costs, especially when the proportional property costs or the lost alternative use are taken into account - without a parking space obligation, property developers would not build the uneconomical part of the parking spaces and market the others at a higher price .

The costs that cannot be covered by purchase prices or parking space rents are often shared equally by the property owners between all users of a building (tenants, customers, ...) if the use of the parking space is not entirely free. This means that people also have to pay for parking spaces who do not use them. This means that car traffic is subsidized by users of other modes of transport. This particularly applies to people who cannot afford a car or who do without a car for various reasons. With a fixed number of parking spaces per apartment (often one parking space per apartment), the cross-subsidization of the parking spaces leads to a particularly strong increase in prices per square meter for small apartments. Given the available space, the mandatory parking space may result in larger apartments being built but a smaller number of apartments. In addition, residents of small apartments and the elderly often do not have their own car. When building publicly financed buildings (such as social housing), costs for parking spaces are borne by the public sector. Traffic areas are therefore also financed from budgets that are not intended for this. A political debate about the necessity and the costs of creating these parking spaces is therefore no longer taking place in the context of housing subsidies.

The high minimum ratio between parking space and usable space in sales outlets, and even more so in restaurants and meeting rooms, strengthens the settlement of businesses outside of town centers and thus contributes to the desertification of the former centers .

The parking space requirement leads to a lower structural density, so that investments in the transport network increase and the costs for public transport rise. Longer distances make the development effect less attractive due to the environmental network . The transport network is becoming more inefficient overall.

Often the required number of parking spaces does not match the requirements. For example, parking spaces are usually also required if the residents of a house decide against their own car or if only a few parking spaces are required due to good public transport connections. The mandatory parking space thus unnecessarily increases the construction costs for buildings and acts as an investment barrier. Projects for car-free living are also becoming more complicated.

The parking space statutes will i. d. Usually only used for the construction of new buildings or major conversions. This means that the number of parking spaces available on private land in existing settlement areas can only be changed slowly.

In some cases, the minimum number of parking spaces required by the development plan is not permitted and the municipality cannot or does not want to create a sufficient number of parking spaces on public areas from the income from the compensation payments. In this case, the goal of creating a sufficient number of parking spaces will not be achieved and the income will be used for other purposes.

Criticism of parking regulations for bicycles

Often the parking space statutes do not contain sufficient quality specifications for the creation of bicycle parking spaces , so that front wheel racks are often set up that do not allow bicycles to be safely parked, or the necessary roofing for bicycle parking spaces is missing.

The location of the bicycle parking spaces is often just as imprecise in the parking space statutes, so that these are sometimes created far away from the entrance area or in closed rooms that are not accessible to visitors and are therefore not used by many cyclists. Bicycles then block entrance areas, footpaths and escape routes.

Alternative regulatory instruments

In Japan, when buying a car, proof of parking space must be provided at the place of residence, so that it is ensured that at least sufficient parking space is available at the place of residence without the public authorities having to finance them.

Complete private marketing of the parking space would ensure that parking space is made available at real costs and that the costs are borne by the users. A time-of-day fee for parking spaces would ensure that one parking space is freely available per street section at all times.

Situation in Austria

In the building regulations of the Austrian federal states, the municipalities are authorized to issue parking space regulations within the framework of municipal autonomy. In principle, this regulation is also based on the Reichsgaragenverordnung. However, since the determination of the minimum values ​​is the responsibility of the municipalities, the type and amount of parking spaces to be made available varies greatly. The Upper Austrian building code is the only one that also defines the number and type of bicycle parking spaces.

Especially in the area of ​​large shopping centers , there is a discussion in Austria about restricting excessively large numbers of parking spaces by means of a traffic exciter tax.

Situation in Switzerland

In Switzerland there are cantonal and communal parking regulations that specify minimum and sometimes maximum numbers for parking spaces according to different dimensions (e.g. partly the living space, partly the number of apartments), partly also minimum numbers for bicycle parking spaces.

Web links

Individual evidence

  1. ↑ Bohle, Wolfgang (2010): Obligation to park bicycles for building projects: Building regulations and input into practice (PDF; 7.2 MB) Lecture, event of the Green Group in the Hessian state parliament “Effective control with the parking lot statutes: opportunities for sustainable urban and Mobility development ”, Frankfurt, April 2010, slide 26
  2. ↑ Lehmbrock, Michael (2010): Der Berliner Weg: From the abolition of mandatory parking spaces to restricting parking space options (PDF; 4.1 MB), lecture, event of the Green Group in the Hessian state parliament “Controlling effectively with the parking space statutes: Chances for sustainable Urban and Mobility Development ”, Frankfurt, April 2010
  3. ^ [1] Parking lot statute of the municipality of Taufkirchen in the district of Munich from November 25, 2000, including visitor parking spaces
  4. ↑ Building regulations for Berlin (BauO Bln) ( Memento of the original dated November 6, 2011 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (PDF; 278 kB), dated September 29, 2005 (GVBl. P. 495), last amended by law of June 29, 2011 (GVBl. P. 315, entered into force on July 10, 2011) @1@ 2Template: Webachiv / IABot / www.stadtentwicklung.berlin.de
  5. ↑ §37 State Building Regulations for Baden-Württemberg (LBO)
  6. ↑ Axhausen, KW (2009): Effects of the mandatory parking space on urban development and mobility (PDF; 825 kB), lecture, event of the Green Group in the Hessian state parliament “Controlling effectively with the parking lot statute: opportunities for sustainable urban and mobility development”, Frankfurt , April 2010, slide 10
  7. ↑ Behr, I. (2010) Proof of parking space as a cost driver: Effects in social housing (PDF; 347 kB), lecture, event of the Green Group in the Hessian state parliament “Controlling effectively with the parking space statutes: opportunities for sustainable urban and mobility development”, Frankfurt, April 2010, slide 8
  8. ↑ Parking fee for the city center abolished , Hamburger Abendblatt dated May 10, 2002
  9. ↑ Axhausen, KW (2009): Effects of the mandatory parking space on urban development and mobility (PDF; 825 kB), lecture, event of the Green Group in the Hessian state parliament “Controlling effectively with the parking lot statute: opportunities for sustainable urban and mobility development”, Frankfurt , April 2010, slide 12
  10. ↑ § 16 in the Upper Austrian Construction Technology Ordinance 2013