PARKING POLICY 2.

0
FOR BENGALURU
Final – December, 2020

Directorate of Urban Land Transport

Urban Development Department, Government of Karnataka
 PARKING POLICY FOR BENGALURU CITY
(Final for notification, December 2020)

Chapter 1- Introduction ................................................................................................................ 2

1.1 Background ............................................................................................................................. 2
1.2 State of Parking in Bengaluru.................................................................................................. 2
1.3 Parking Related Regulations ................................................................................................... 3
1.4 2012 Parking Policy of Bengaluru ........................................................................................... 3
Chapter 2- Objectives ................................................................................................................... 4
2.1 Need for Parking Policy 2.0 ..................................................................................................... 4
2.1 Objectives of the Parking Policy .............................................................................................. 4
Chapter 3- Parking Policy Directives.............................................................................................. 6
3.1 POLICY 1: Preparation of area level parking management plans. ...................................... 6
3.2 POLICY 2: Charges for parking.............................................................................................. 8
3.3 POLICY 3: Streamlining on-street parking .......................................................................... 10
3.4 POLICY 4: Restriction on residential on-street parking ...................................................... 11
3.5 POLICY 5: Provisioning for off-street parking .................................................................... 12
3.6 POLICY 6: Parking Regulations for ToD influence zones .................................................... 13
3.7 POLICY 7: Regulation of transport vehicle parking ............................................................ 15
3.8 POLICY 8: Management of public parking ......................................................................... 17
3.9 POLICY 9: Adoption of technology in efficient parking management ............................... 18
3.10 POLICY 10 Enforcement of parking .................................................................................. 18
3.11 POLICY11: Parking revenue and fine utilization............................................................... 19
PART – II: ANNEXURES ............................................................................................................... 20
ANNEXURE-1: Brief guidelines Process of preparing the Area Parking Plan. ................................... 21
ANNEXURE-2: Guidelines for identifying non-residential roads for parking. ................................... 21
ANNEXURE-3: Guidelines for Identifying Residential Roads for Parking. ......................................... 23
ANNEXURE-4: Suggested Mechanism for Adopting Parking Permit. ................................................ 23
ANNEXURE-5: Suggested Framework for Parking Portal. ................................................................. 24
ANNEXURE-6: Potential strategies that can be adopted for monitoring and enforcement in
residential and non-residential areas ............................................................................................... 34

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Chapter 1- Introduction
1.1 Background
1. Bengaluru city has seen unprecedented growth in population and consequently in the
number of vehicles registered in the city. The data published by the Department of
Transportation, Government of Karnataka reveals that the number of registered vehicles in
the city has crossed94lakhs (9.4 million) as of May, 2020and the compound annual growth
rate (CAGR) of vehicle registrations is over 10% per annum.
2. The roads in Bengaluru are congested with typical average speed on major roads during
peak hours being around 15 km/h and average public bus transport speed being around 10
km/h. Various initiatives like introduction of metro rail, construction of flyovers, etc. have
not resulted in perceivable changes in alleviating congestion on the roads of Bengaluru.
There is a need to moderate vehicle usage while concurrently developing sustainable
transport infrastructure to be able to cope with the mobility challenges in the city.
3. Projections as per the draft Revised Master Plan (RMP) for Bengaluru, 2031 reveals that
the population would at least double between 2015 and 2031 and the total number of trips
would triple in the same period. The projections of draft RMP 2031 paint a grim picture of
a stressed city with degrading quality of life and health conditions. For Bengaluru to
become a liveable city, it is required to address a wide variety of issues, of which parking
is one of the most critical. Addressing parking is expected to have many consequential
impacts desired for Bengaluru, such as reduction of vehicular travel demand, reclaiming
scarce road space for pedestrians and other sustainable mobility uses, and lower pollution.

1.2 State of Parking in Bengaluru

4. Until now, parking is largely unregulated across the city. On-street parking is rampant as it
is not chargeable in most places and is increasingly causing issues of safety for other road
users and reduced carrying capacity of roads. Very few locations, where parking is charged
are managed without coordination by unorganized sector and charges levied vary as per
whims of the operator. Locations where parking happens today are not clearly marked as
parking bays and there is no signage put up. Above issues, couple with lack of adoption of
technology makes management and enforcement of parking an uphill task.
5. The high parking demand seen on roads, especially in business areas is not only due to the
sustained spurt in vehicle ownership and population over the past decade but also because
of the inefficient public transport system connecting all parts of the city, poor pedestrian
infrastructure, inefficient last and first mile connectivity and absence of demand
management measures such as pricing of parking.
6. The civic agency and other public and private entities have built off-street parking
infrastructure (multi-level parking lots) in few locations, but the approach has not been
successful as on-street parking still remains unmanaged, free of cost and unenforced. Such
off-street facilities appoint its own concessionaries but the management is often carried
out manually and data is neither collected nor shared in the absence of a data sharing policy
leaving the civic agency as well as public with little information on the quantum and type
of parking that is available and the operational practices adopted by the contractors.
7. With new mobility systems that have emerged recently in Bengaluru like the metro,
aggregator facilitated taxis or micro mobility modes; city has seen changing demand for
parking, spatially and in the quantum of parking. In view of these issues, clear cut parking
policy and framework to manage parking is necessary.

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1.3 Parking Related Regulations
8. As per Karnataka Municipal Corporations (KMC) Act, the civic agency has the obligatory
function to not only lay new roads but also construct, maintain, alter and improve all public
streets (Chapter 5, section 58, sub-section 13 & 19). The KMC act also under the chapter
on licenses and fees (chapter 17, section 348, 349, 350), gives the municipal corporation
the power to provide halting places or parking spaces while charging or levying fees for the
same. It also further gives Commissioner of the corporation the power to prohibit parking
at undesignated places especially around any place where space for on-street or off-street
parking has been designated. The corporation may also through the person appointed to
collect parking fee seize and detain the motor vehicle if the fee levied is not paid on demand.
9. While road space is owned by the Municipal Corporation and parking management is the
civic agency’s function, the parking enforcement in Bengaluru is done by traffic police as
per the provisions of the Karnataka Police Act of 1963. As per the act, it is the duty of the
police to regulate and control traffic on streets (Chapter 6, section 69). Further, the traffic
police also has the power to make orders for regulation of traffic and for preservation of
order in public places. Hence, they may regulate the conditions under which vehicles
remain standing on a street and use the street as a halting place (Chapter 4, Section 31, sub-
section (b)). Hence, the traffic police is presently enforcing no-parking in accordance with
the Karnataka Police Act.
10. However, enforcement is only one key part of parking management and in the absence of
an organised and well planned and managed parking regime that is technology supported,
the problems we face today will continue.

1.4 2012 Parking Policy of Bengaluru

11. An initial Parking Policy was prepared for Bengaluru by the Directorate of Urban Land
Transport and the policy was adopted by the BBMP council in March, 2012. The
overarching principle of the policy was to progressively reduce the demand for parking and
facilitate organized parking for all types of vehicles through automated metered parking
system. The policy suggested pricing of parking to encourage mode shift to public transport
and differential pricing between off-street and on-street parking lots as a disincentive to
regulate on-street parking, especially long duration on-street parking; adoption of proof-of-
parking for registration of vehicles; construction of MLCPs/automated parking for
optimized use of spaces; construction of park-and-ride; incentivising vacant plot owners to
lease for off-street parking lots, etc.
12. Subsequently, based on the policy, a detailed parking action plan for implementation in the
core areas of Bengaluru was developed by DULT. The action plan proposed refurbishment
of 11 existing off-street parking locations, development of 10 new off-street locations and
as well creating organized on-street parking along about 85 roads. BBMP has selected a
concessionaire to develop and operate on-street parking as per the action plan and the plan
is being implemented in phases. 1

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The streets where smart parking system is implemented by BBMP as per the earlier policy, may be retained
as-is and this new policy may not be applicable to those till the end of the existing concession period.

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Chapter 2- Objectives
2.1 Need for Parking Policy 2.0
1 The civic agency, Bruhat Bengaluru Mahanagara Palike (BBMP) adopted a parking policy
for Bengaluru in 2012. However, since its adoption, there have been several changes in
the demand for parking such as:
 Commissioning of the metro system,
 Aggregator run taxi systems becoming popular in the city,
 Increasing popularity of micro mobility options like shared cycles and bikes for last
mile connectivity,
 Proposal of the State Government like mutation of major arterial corridors into high
density corridors for seamless mobility,
 Rapid conversion of residential plots to commercial land use without due enforcement
of parking requirements as per bye-laws,
 Infringement of residential roads by vehicles accessing nearby commercial areas,
 Increasing vehicular population.
2 Hence, there was a need to review the existing parking policy to further strengthen its use
as an instrument to discourage the use of personal vehicles and to ease road space for
seamless movement of people and vehicles.

2.1 Objectives of the Parking Policy

3 Bengaluru, a fast growing metropolis, has set its goal to move a major share of its
population through mass transit systems like metro, suburban rail and bus based systems.
Currently more than 40% of the trips in the city are catered by public transport and RMP
2031 envisages that close to 70% of trips will be required to be catered by mass
transit/public transport for city to avoid grid-lock. In this context, the parking policy will
be instrumental in achieving the broader mobility objectives of Bengaluru.
4 The parking policy proposes to achieve the following objectives through its
implementation in a phased manner:

Objective 1: Move from chaotic parking to well organized parking:

 Organise and manage on-street parking so as to ensure that parking does not impinge
upon seamless vehicular and pedestrian circulation.
 Shift supply of parking off-street, and minimize on-street parking supply to free up
scarce street space for transit and NMT supportive uses.
 Free-up residential streets with regulated parking to allow these streets to transform
into walkable & liveable streets
 Inclusive planning of parking supply to support local business opportunities,
facilitate people to access social infrastructure and recreational facilities.

Objective 2: Move from free parking to paid parking:

 Charge the user the cost of parking to largely transfer the cost of using a scarce
resource from public at large to the beneficiary
 Unbundle parking charges and make users directly pay for their desired parking
convenience

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Objective 3: Move from Government driven parking supply to market driven
parking supply and management:

 Enable faster development of organised off-street parking supply and efficient

management through means of private market forces. City needs to explore
privately financed and market driven off-street parking regime, in addition to
public funded, government created off-street parking regime

Objective 4: Move from passive and weak enforcement of parking regulations to

active management of parking demand:
 Urban local body to consider parking management as one of its key functions and
deliver parking services in a systemic and efficient manner
 Use of technology in enforcement and management of parking to better address
concerns of manpower shortage, efficiency and pilferage.
 Support and increase the patronage of public transport by cross subsidizing transit
and NMT infrastructure through parking revenue

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Chapter 3- Parking Policy Directives
1 In order to achieve the objectives in the previous Chapter, ten focus areas are identified
and policies are under these focus areas as Policy Directives.
Mapping of Policy Directives to Objectives
Policy 1: Preparation of Area Level Parking
Objective 1: management Plans
Move from chaotic parking to Policy 3: Streamlining On-street Parking
well organized parking Policy 4: Regulation of Residential Parking
Policy 7: Regulation of Transport Vehicles

Objective 2:
Move from free parking to paid Policy 2: Charging for Parking
parking

Objective 3:
Move from Government driven Policy 5: Provision of Off-Street Parking
parking supply to PPP/market Policy 6: Parking norms for ToD influence
driven parking supply & zones
management
Policy 8: Management of Public Parking
Objective 4: Policy 9: Adoption of Technology for
Move from weak enforcement of Parking Management
parking regulations to active
management of parking demand Policy 10: Enforcement of Parking
Policy 11: Parking Revenue Utilization

3.1 POLICY 1: Preparation of area level parking management plans.

Need for Area Parking Plan:
2 As the parking demand in an area is met by the overall parking inventory available in an
area, parking solutions (for planning and management) should be conceived at an area
level rather than at the scale of an individual road or an individual parking lot. Owing to
the size and complexity of a metropolitan city like Bengaluru, the city requires a systemic
approach to be adopted to determine the actual need for public parking within an area and
to identify locations for provision of parking.
3 The policy proposes to achieve a systemic approach through preparation of an area level
parking plan for various zones in Bengaluru.
Preparation of Area Parking Plan (APP):
4 The Directorate of Urban Land Transport (DULT) would be responsible for the initial
preparation of the Draft Area Parking Plans (APP) for various zones in Bengaluru, which
will be finalised with concurrence of BBMP and Bengaluru Traffic Police.
5 Civic agency (BBMP) would be responsible for implementing the Area Parking Plans for
all zones (BBMP Zones) in Bengaluru.
6 Zonal Task Forces (ZTFs) would be constituted by the civic agency for all BBMP zones.
ZTFs would be headed by the respective zonal Joint Commissioners of the civic agency
and shall have the following members.
 Representatives of concerned jurisdictional Traffic Police (rank of DCP and ACP)
 Representatives of jurisdictional officers of the Transport Department (RTO/ARTO)

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7 ZTF’s shall assist DULT, BBMP and BTP in preparation of the APP; review, provide
approval and implement the Area Parking Plans for their respective jurisdictions
(zones);and initiate periodical revision of Area Parking Plans and parking fee structure in
accordance with the timelines prescribed in the policy. A Committee under the
Chairmanship of Additional Chief Secretary, UDD with members as Commissioner,
DULT (Member Secretary), Principal Secretary, Transport Department, Additional
Commissioner of Police (Traffic), Commissioner, BBMP and Commissioner, BDA shall
be setup (hereinafter referred as Apex Committee) for monitoring the preparation and
implementation of APP in all zones. Citizen Representatives and subject matter experts
may be involved as special invitees in the Committee as per the needs. The Apex
Committee shall review the planning and implementation status, approve periodic revision
of parking fee structure and provide the necessary co-ordination between agencies for the
successful operation of parking in the city. The Apex Committee shall exists and perform
its functions as mentioned in the policy until the time UMTA/ BMLTA is functional for
Bengaluru. Once UMTA/BMLTA is functional, all functions of the Apex Committee shall
be taken up by UMTA/ BMLTA.

Preparation of Area Parking Plan

8 The Area Parking Plans shall be prepared for all Zones of Bengaluru in compliance with
the policy and guidelines provided in Annexure-1. The APP shall include all types of
parking like off-street, on-street, park-and-ride, residential parking, etc. In all the parking
lots provision shall be made for all vehicle types, including bicycles, IPT and shared
mobility.
9 APPs shall also identify provision for transport vehicle parking as necessary in all zones
and for on-street loading and un-loading zones in commercial areas.
10 APP should differentiate on-street parking into 2 categories: Commercial and Residential
for the purpose of facilitating paid parking system. On-street parking categorization may
be made based on the following criteria:

Type of On-street
Abutting Landuse
Parking
Streets which have 30% or other specified percentage or
Commercial
above commercial or non-residential establishments
Streets which have less than 30% or other specified
Residential
percentage commercial/non-residential

11 APP shall identify and demarcate on street parking lots. Some critical No-Parking zones,
where safety hazard or restriction of emergency access may arise due to illegal parking,
shall be demarcated on ground through appropriate physical design, signage and road
markings as per IRC: SP: 12-2015 for the information of the general public and for ease
of enforcement.
12 APPs should also identify location of signage, real-time information, parking meters,
access control and other necessary devices for parking management at identified parking
lots.
13 The Area Parking Plans shall be published for public feedback and consultations before
they are finalized with concurrence of BBMP and BTP.

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 Revision of APP
14 Once APPs are prepared and implemented, the Zonal Task Forces may periodically (every
2-3 years) review the APP of their respective Zones to check for changes in parking
demand that may arise due to change in land use, developments, improvements in public
transport connectivity to the area, notification of TOD zones or plans, etc.
15 Any revision/ modifications necessary to the Area Parking Plan would be recommended
by the Zonal Task Force for review of DULT. Such recommendations/plan revision would
be reviewed by DULT with concurrence of BBMP and BTP and placed for approval of
UMTA/Apex Committee.
16 The approved Area Parking Plans for all zones would be adopted by the Master Plan for
Bengaluru. The APPs could be vetted for revision once in 5 years and along with the
revision of the Comprehensive Mobility Plan for the city.

3.2 POLICY 2: Charges for parking

17 Parking consumes prime and scarce urban space in thriving business and commercial areas
at the expense of other uses and hence when not charged incurs an opportunity cost. Road
space is limited in Bengaluru and needs to be prioritised to promote sustainable modes of
transport rather than store parked vehicles.
18 When parking is either free or heavily subsidized or bundled with other costs, the demand
for parking inflates as users do not pay the cost of parking utility. This may either lead to
congestion on roads as people cruise for free parking, since parking supply cannot catch-
up with ever inflating demand or the high cost of supplying parking to meet the demand
will be difficult to economically justify.
19 Hence, parking should not be provided free of cost and utilization of any designated public
parking space shall be charged a fair part of the true cost of parking. Parking charges may
ensure that commuting by private vehicle is more expensive than commuting by public
transport in the city.

Parking Charges Framework:

The following framework shall be followed for pricing parking usage in Bengaluru.

20 Pricing on-street higher than off-street parking to move demand from on-street to off-street
to help eliminate congestion, bottle necks, delay and reduced mobility efficiency arising
from on-street parking.
 On-street parking price may be 1.5to 3 times higher than off-street parking.
21 Use differential pricing for various types of on-street parking to spatially distribute the
demand for parking across a commercial or business district. Streets with high level of
activity and congestion may be priced higher as opposed to roads with lower activity and
congestion.
 The Area Parking Plan (APP) should identify non-residential roads that are within
250m around intense commercial areas, where the on-street parking, if provisioned in
the APP, shall be priced higher than other on-street parking fee.
22 Pricing long duration on-street parking higher than short term to ensure increased
turnaround and discourage locking of on-street parking space for longer duration.
 On-street parking shall as far as possible be encouraged only for short duration
parking (not exceeding 1 hour).
 In order to discourage long duration parking, parking charges be increased, when
parking duration exceeds1 hour.

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23 Pricing may encourage park-and-ride (off-street) near peripheral mass transport stations
by allowing subsidized long duration fee for park-and ride users.
 Mechanisms may be developed to segregate park-and-ride users from general
parking users at these locations.
 Park-and-ride users could be charged subsidized rates for parking their vehicles at
these facilities that nudge commuters to ride transit than driving their vehicles in the
city.
24 Pricing to ensure there is turnaround of parked vehicles and discourage abandonment of
vehicles at off-street locations.
 Parking longer than 48 hours may be charged up to twice the normal off-street price
and
 Parking beyond 96 hours without necessary prepaid tickets may be treated as
abandonment of vehicle for necessary action by traffic police.
25 Pricing Residential Parking system through a permit based system should be evolved after
piloting in some areas of the city initially. Residential parking permits may be charged a
fee quarterly or annually based on the permit.
Methodology to calculate non-residential parking fee:
26 Base parking fee would be established in each zone based on the cost of public commuting.
On-street and off-street parking fee, and residential permit fee for a zone may be calculated
as a multiple of the base fee established for that zone as follows.
27 The minimum base parking fee shall may be set at to and fro public transport fare (of
BMTC bus) for an 11km trip (average one-way trip length in Bengaluru) to incentivize
commuters to use public transport.
28 Parking fee for different types of parking facilities could be determined as follows:

Type of Parking Car Parking Fee

Off-street locations Base parking fee
On-street – Commercial Parking 1.5 to 3 times (Base parking fee)

Depending on location

On-street parking fee beyond 1 hour should be

increased for busy commercial areas
Residential Parking Permit (annual Small cars < Rs.1000
fee) Medium cars Rs.3000/4000
Not for HDCs/Arterial or Sub- MUVs/SUVs Rs.5000
Arterial Roads
For Ward level Roads only
Park-and-Ride fee 0-6 hours: a suitable multiple of 0.75* Base
parking fee
6-12 hours: a suitable multiple of 0.75*Base
parking fee
12-24 hours: a suitable multiple of 0.75*Base
parking fee
Note: The type of on-street parking is determined in the APP

29 No charges shall be levied for parking of bicycles (and pedal assisted electric bicycles) at
spaces designated for bicycle parking. Charges for all other vehicles may be determined
as per the Passenger Car Equivalent (PCE) factor.

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 30 Monthly parking pass may be formulated for the benefit of regular users of off-street
parking lots.
 The monthly parking pass may be calculated as price of 10 hour parking for a given
vehicle category for 25 day/month.
31 Bulk parking fee mechanism for off-street parking, may be formulated to facilitate shared
mobility operators and e-commerce delivery agents. Such beneficiaries shall be validated
by the aggregator and RTO. A database of such beneficiaries should be maintained in the
central parking portal.
 Parking fee, on a prorated basis for the duration occupied shall be redeemed as and
when an off-street parking facility is utilized.
 Redemption of bulk parking fee shall be valid only at off-street parking lots and shall
not be valid at any on-street parking lot.

Periodical Revision Parking Fee structure

32 The base parking fee may be considered for revision by the civic agency once in two and
a half (2.5) years by following the same methodology as described above.
33 If the average parking occupancy data over a year shows that more than 95% of parking
space in a Zone is occupied for more than 5 hours in a day, then one the following may be
followed to ensure there is some availability of parking within a zone.
 Parking fee may be considered for increase to regulate the parking demand or
increase turnover of parking.
 Civic agency shall strive to create additional off-street parking as envisaged in
APP.
 Explore possibility of increasing parking capacity by adoption of multi-level
parking and automated parking systems
34 When the fee structure is being revised, the civic agency shall also obtain consent of the
Apex Committee/ UMTA. The revised fee structure shall be widely publicised through
various media and on the parking portal before notifying the same.
35 If the civic agency does not approve the revision as per the policy within 2 months of the
stipulated timelines, the matter will be deemed to be placed before the Government or
Apex Committee for approval of revision, if revised rates are in accordance with the
policy.

3.3 POLICY 3: Streamlining on-street parking

36 Unregulated on-street parking is today consuming prime and scarce road space in thriving
business and commercial areas at the expense of safe pedestrian footpaths and other transit
supportive uses. Hence, it is critical to organise and manage on-street parking so as to not
only ensure that parking does not impinge upon seamless vehicular and pedestrian
circulation but to also free up scarce street space for sustainable, transit and NMT
supportive uses.

Framework to streamline on-street parking:

37 Regulating parking on congested streets and streets with high activity: On-street public
parking shall NOT be provided on roads and areas like around multi-level parking lots,
transit stations etc identified by Traffic Policies and marked with No Parking signs.
38 Defining parking spaces through physical means: A key initial step for effective regulation
of on-street parking is to establish “parking” and “no-parking” zones. Parking areas should
be defined through physical means such as curbs, bulb-outs, signage and pavement
markings. However, on-street parking may be provisioned, based on necessity for short-

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 term parking, provided such parking does not impact circulation of pedestrians and
vehicles.
39 Promoting NMT: Space for 10 number of bicycle parking may be allocated in each
designated parking (on-street and off-street).
40 Prioritizing pick-up/drop-off, loading/un-loading over parking along street edge: Road
space should be prioritised for improving access for people to safely reach their places of
activity by carving space for drop-off/ pick-up by private or shared mobility, bus bays etc.
In addition, curb side bays may be provided for loading and unloading of goods in a safe
manner, without creating conflict with pedestrians & circulating vehicular traffic.
41 Prevent long term on-street parking: On-street parking, when needs to be provided, may
only be used for short duration parking. In order to discourage long duration parking, a
parking fee mechanism where long duration parking costs more than short duration needs
to be adopted and/or time restrictions (maximum allowable duration) may be notified
through signage and enforced.
42 Auto rickshaw stands: Auto rickshaw plays important role in last mile connectivity and
serving short length trips in Bengaluru. Auto rickshaws are typically hailed by customers
and hence providing a designated parking area for auto rickshaw is required at street level.
Dedicated auto rickshaw stands shall be created on-street in every locality as identified in
the Area Parking Plan. These stands may not be located on abutting carriageway of major
roads or roads with high traffic and maybe located on cross-streets. On major roads where
space exists beyond footpath, auto stands can be provisioned. The auto stand areas created
shall be made available to the auto rickshaw drivers at no cost. However, the auto stands
may be metered to obtain data on occupancy, turnover, etc.
43 On-street parking should ensure safety of road users is not compromised. Maintaining
unobstructed visibility is critical for safety at junctions and near to pedestrian crossings.
Clearance shall also be maintained at entry/ exit of emergency services. On-street parking
may not be provisioned as far as possible close to junctions, pedestrian crossings, transit
stops/ stations and emergency facilities. Guidelines provided in the Annexure-2 may be
followed while provisioning on-street parking.

3.4 POLICY 4: Restriction on residential on-street parking

44 Residential streets in neighbourhoods are meant for local movement and till a decade ago
were also safe havens for light recreation by children and the elderly alike. However, today
most residential neighbourhood streets are overtaken by on-street parking rendering these
streets not only unsafe but also at times inaccessible to ambulances and fire tender vans
during an emergency. The absence of any regulation on residential area on-street parking
coupled with violations of the zoning regulations (ZR) of the master plan, where the
minimum parking mandated by the ZR is not adhered to has resulted in significant increase
in on-street parking demand.
45 In the long term, Bengaluru must regulate all on-street parking in residential areas and
reclaim much of this space for common public good. The burden of providing parking
space for personal vehicles should be on the vehicle owner and not the civic agency.
46 The following measures are recommended to manage on-street residential parking in the
short term on a pilot basis
a. Permit system to manage on-street parking in the short term on a pilot basis in some
selected areas.
b. Available road width may be considered while provisioning on-street parking to
ensure that parked vehicles do not obstruct circulation of emergency vehicle
circulation

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 47 Such reclaimed residential street space will in turn be safer for walking and cycling and
will lead to more people choosing to walk, cycle or use public transport. A steady shift
towards sustainable mobility especially for last mile commute at the residential level will
also ensure a lower private vehicle ownership. However, a phased approach is necessary
to reduce inconvenience to the public and hence ensuring adoption.

Pilot system of Permit system to regulate on-street parking in selected residential areas
48 The civic agency may adopt a permit system for allotting designated parking zones near
their homes to residents on a pilot basis in a few selected areas. People shall be able to
purchase parking permits on a quarterly or annual payment basis and can be renewed at
the end of the term. It will serve as an authorization to occupy the designated parking areas
in the locality.
However,
 A permit does not guarantee a parking spot but only authorizes the permit holder
to park on the road for which the permit is allotted, if space is available.
 Permits are issued for a particular street and cannot be used to park elsewhere.
 Permit is given to a vehicle and not person.
 Permit holder needs to mandatorily reside on the road for which permit is issued.
 Each applicant may only apply for permit for one vehicle.
 Permits shall not be issued to applicants residing in buildings that are in violation
of the Approved Building Plan/ Zonal Regulation.
 The permit shall be issued against permit fee.
49 The civic agency may use the road categorisation and stipulations laid out by Area Parking
Plan while determining suitability of residential roads to provide parking. Guidelines on
this are provided in Annexure-3.
50 After studying the impact of the pilot scheme it can be extended gradually to other areas
in the city in phases. Guidelines on mechanism to implement residential permit is provided
in Annexure-4.

Creating awareness and widespread citizen participation

51 Any measure to place a price on an item that was previously free is likely to be met with
resistance. The case of on-street parking in residential areas is also no different and
requires widespread citizen participation to build a slow yet steady movement towards
reclaiming residential street space from parking. Hence, the civic agency may engage with
elected representatives and citizens at the ward level for creating awareness, building
consensus and allocating parking space.

3.5 POLICY 5: Provisioning for off-street parking

52 As road space is limited it is critical to shift on-street parking activities to off-street
facilities particularly in high use areas such as commercial areas, transit areas and locations
with demand for park-and-ride. The policy aims to propel this shift by adopting the
following measures.
i. Pricing strategy: pricing on-street parking higher than off-street parking (Refer
Policy 2)
ii. Parking Restrictions: Banning on-street parking around multi-level parking lots,
transit stations, pedestrian only streets (Refer Policy 3)
iii. Augmenting off-street parking capacity: Adding off-street parking in areas with
high parking demand but inadequate off-street supply
iv. Using technology to leverage parking as a shared resource

12
 53 To promote bicycle usage in the city, the civic agency may create dedicated off-street
bicycle parking lots at important destinations like transit interchanges, large
parks/recreational places, stadiums, etc.

Mechanisms to develop off-street parking facilities:

54 The need for off-street parking is expected to be met by better utilization of existing
inventory and augmentation with new inventory in the following ways:
Utilisation of Existing Off-street Inventory
 Higher pricing of on-street parking will serve as an impetus for properties to restore
parking space (provided as per Zonal Regulations) appropriated for other use to its
original intended use.
 Pricing of on-street parking will encourage existing underutilised parking spaces
within buildings to be made available for public use using technology.
 Establishments whose existing parking is not being fully utilised may rent the same
to the civic agency who in turn will use it as public parking.
 Establishments may also share their parking lot and allow other customers to park
for a fee. In such cases, the establishments shall provide the parking information
on the parking portal maintained by the civic agency.
Introduction of New Off-street Inventory
 In commercial areas with high parking demand within each zone, the civic agency
may notify these areas as no-tolerance enforcement zones to provide sufficient
safeguards for private sector to invest in off-street parking lot development
 Owners of vacant plots maybe encouraged to utilize their land for off-street
parking. The civic agency should facilitate development and operations of off-
street parking facility by entering into an agreement with owners of vacant plots
and Professional Parking Space Management Agency, where the owner may lack
the wherewithal to operate such facilities on their own. The agreement can be for
a short duration initially and may be extended with mutual consent of all parties.
The terms of the agreement, including revenue sharing, may be stipulated by the
civic agency. The civic agency would have options in the agreement regarding
construction of MLCP/ mechanised parking, or surfacing of plot for at-grade
parking, so that the owner of the plot may indicate his choice while entering into
the agreement.
 In case off-street capacity planned in the Area Parking Plan is not catered by market
forces, the civic agency may undertake setting up of off-street parking
infrastructure to meet the gap in supply, preferably through PPP. The civic agency
could engage an existing agency (such as Smart City Company Ltd. or dedicated
cell within BBMP, etc.) for assessing the off-street parking feasibility and take up
development of off-street parking lots in a focused manner.

3.6 POLICY 6: Parking Regulations for ToD influence zones

55 ToD is being planned in Bengaluru around mass transit to achieve higher densities, better
streetscape for convenient access to mass transit by foot or cycling, mixed land use to
facilitate activities locally, convenient multi-modal integration for first/last mile commute
etc. These aside, it is also critical to re-think parking norms within the influence area of a
transit station, both within plots and outside. Defining separate parking regulations for
ToD influence zones is a very effective tool for:-
 Reducing vehicular trips to/from and through, within the TOD Zone
 Reclaiming public land for more equitable uses

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  Shifting people to sustainable modes of transportation i.e. MRTS, buses, IPT, NMT
and walking. and,
 Increasing usable built up area by decreasing parking area.
Parking Strategies for ToD Zones:

56 Reduced Parking Requirements in ToD Zones: At present Bangalore has a Zonal

Regulation that applies uniformly across the city and is sensitive to only land use.
However, it is desirable to have a different approach to parking regulations within ToD
Zones such as reducing parking requirements and incorporating measures that discourage
people from providing large number of parking space (without placing a maximum cap).
This allows for maximum built up area allowed as per permissible FAR to be utilized for
occupation rather than parking hence effectively increasing density.
57 Parking requirement is recommended to be lowered for all uses according to the
recommendations that follow, except for essential services such as hospitals.
58 Parking regulations for residential use: Lowering of minimum parking to be provided will
help increase affordability of properties within the ToD Zone. This move will also attract
residents who do not own personal vehicles and aims to use transit to occupy housing
within the ToD Zone. The following recommendations may be considered.

a. One parking per two dwellings, if the DU is less than 50 sq.m

b. One parking per Dwelling Unit for all units that are more than 50 sq.m
c. 10% of total parking shall be provided as visitor parking.
d. Parking over and above the stipulated minimum parking may be provided subject to
the following conditions.
 Additional parking provided over and above the minimum shall be included in the
FAR calculation.
 Part of such additional parking created may be given to corporation/planning
authority to be operated as public parking.
 Such shared parking to have independent access from adjacent public roads with
proper entry / exits.
59 Parking regulations for within the TOD Zone for all uses except residential may be as
follows:
 Minimum parking may be lowered compared to the minimum parking stipulated in
the Zonal Regulations, RMP 2015
 Parking may not be sited between the building and the street
60 Parking regulations for developments integrated with or developed within the transit
station:
 Minimum parking may be lowered compared to the minimum parking stipulated in
the Zonal Regulations, RMP 2015.
 Separate park and ride facilities maybe proposed within Transit station as a paid
facility at Peripheral stations
61 Parking regulations for Multi Sectoral Industrial parks (that includes knowledge based,
logistics based, sector specific and integrated industrial parks set up by government
agency/ private sector as per the Industrial policy 2020-2025)
 Mandate provision of bus bays/stops and bus parking within the industrial estate.
 Suitably lower minimum (2wheeler and 4 wheeler) parking requirements compared to
the Zonal Regulations.
 Facilitate common parking facilities in industrial estates by allowing or requiring
developers to pay into a fund to be used for building common/shared parking rather
than each development providing their own on-site parking.

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3.7 POLICY 7: Regulation of transport vehicle parking
Parking of freight vehicles:
62 Freight related movement in cities is closely linked to location of wholesale markets, type
of produce/item, existing distribution system etc. In order to improve freight related
parking issues, the following short term and long term proposals are suggested.

Short Term Strategies

Time based restriction for parking or loading/unloading of freight vehicles within
city limits:
 Freight vehicles (HCVs) may not be allowed to park on-street or carry out
loading/unloading activities on-street during peak hours of the day (say between 9 AM
to 11 AM and 6 PM to8 PM).
 Smaller freight vehicles (ICVs, LCVs and MCVs) carrying essential commodities like
water and medicines may be exempted from the above restrictions.
 When freight vehicles are parked at paid parking lots during chargeable hours, parking
charges shall apply as mentioned under Policy 2.

Long Term Strategies

Setting up of truck terminals at city periphery: Truck terminals and warehousing
facilities need be set up in city periphery in all major directions for heavy vehicles/trucks
(HCVs or ICVs) to allow for commercial vehicles to park or carryout loading and
unloading as necessary.

Consider Shifting of strategic wholesale markets to other peripheral locations to

decongest city centre: A separate study shall be taken up by civic agency to understand
feasibility of shifting suitable wholesale markets from city centre to alternate peripheral
locations.

Parking of Intercity/Interstate buses:

63 A significant amount of interstate and intercity travel demand is met by private and state
owned buses. Presently, these buses are allowed to ferry passengers to the interiors of the
city and have multiple pick-up and drop off points (which includes waiting and halting)
and results in extreme traffic congestion and significant delays on roads.
64 Strategic locations may be identified for setting up of bus terminals (Satellite Bus Stations)
and depots for state run and private intercity and interstate services. These should
preferably be located near cross roads of major highways entering the city and peripheral
ring road alignment, to allow for dispersion of traffic from these terminals along the
circular roads (PRR & ORR), thereby reducing the need for all traffic to enter the
congested city core before dispersing. Convenient access to one or more mass transit like
metro, city bus services, suburban rail from these terminals is necessary.
65 These terminals may be well integrated with BMTC services, metro services, IPT services,
park-and-ride facility and other feasible last mile connectivity services to ensure
passengers are not significantly burdened by the need to transfer.
66 Until Satellite Bus Stations/Intermodal Transit Hubs (IMTH) are set up:
a. Pick up and drop off of passengers by RTC and private buses are permitted at
authorised stops as per the route map approved by RTA.
b. Parking of RTC buses and privately operated buses may park the buses within their
own premises.

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 c. A fee equivalent to say 2 to 3 times the on-street full-day parking fee of 3 car spaces
prevailing in that area shall be levied on all operators including KSRTC, other STUs
and private operators for parking within the public roadway or street limits.
Parking of construction vehicles
67 Parking of construction vehicles (CV) on road is proposed to be restricted to between 9
PM and 8 AM in order to bring a certain degree of control over, bottlenecks and congestion
created by construction vehicles when parked on-street. Parking of construction vehicle
may be regulated on all order of roads including residential streets.
68 Construction vehicles that violate parking regulations shall be clamped and released on
payment of penalty equivalent to 2-3 times the on-street full-day parking fee of 3 car
spaces prevailing in that area.

Parking provisions for school transport

69 Most schools in the city do not have space for parking school buses and vans within the
campus leading to haphazard parking of school buses and vans on roads. Large number of
schools also do not have space for pick up and drop facility within their premises leading
to not only parents stopping on the kerb edge and causing bottlenecks but also creating an
unsafe environment for children.
70 The problem becomes significant as even new schools are now following this trend of
facilitating parking, pick up and drop off on roads adjoining school premises. Hence, the
following measures may be put in place to mitigate the problem.
71 For Existing schools:
a. Schools may consider staggering the class timings of different standards so that the
load experienced by roads during opening and closing hours is distributed over a few
off-peak hours.
b. School management shall prepare a circulation plan for pick up and drop off activities
for school children within the school premises. All schools must make arrangements to
provide space for pick up, drop off and bus parking within their premises or other
private premise, within one or two years.
c. School management shall also prepare a plan for parking of buses during idling hours
within the school premises or other private premises.
d. If any school does not have space for parking buses during idling hours within their
premises, or other private premises they must undertake to hire buses from BMTC or
any other operator who runs buses throughout the day so that buses do not idle on roads
after dropping the students.
e. In case the schools are not able to create space for pick up and drop off even after 1 or
2 years, they must prepare a plan for pick up and drop off activities at the nearest bus
stop/bus bay. However, schools shall ensure that children can safely walk into the
school from the drop off location.
f. Pick up and drop off space (other than bus stops) shall be cordoned off for the particular
time and manned by school security staff.
g. The Zonal Task Force shall prepare a list of general conditions to govern pick up and
drop off activities on road and the same which shall be followed by all schools. All
schools shall also provide an undertaking to follow the same.

72 For New Schools:

Any new school coming up may have suitable space for pick up and drop off and parking
during idling hours.

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3.8 POLICY 8: Management of public parking
73 Management of public parking shall be carried out efficiently in a manner to reduce the
violations and need for extensive enforcement.
Broad Parking Management Functions
74 Management of public parking facilities may include the following activities:
i. Identifying existing parking facilities within the parking concession area and making
them available on a pay & use basis
ii. Activities recommended in this policy may as far as possible be performed using
technology including collection of parking fee, booking of violation, grievance
redressal etc.
iii. Assisting users to find parking space within a parking lot (off-street and on-street)
iv. Maintenance of parking lots and associated systems
v. Bringing all public parking under one information network through web portal,
mobile app, etc. for locating the parking lot and booking the slot
a. Identification of free parking spaces and make it available in the information
network
vi. Actively communicating with parking lot users to ensure violations are minimized,
including sending SMS to the registered owner when a vehicle is found to parked
incorrectly, exceeds parking durations for which payment is made, etc.
vii. Grievance redressal
viii. Handling and curbing of unauthorized and illegal parking within the designated area
a. Penalizing of unauthorized/illegal parking
b. Clamping of unauthorized/illegal parking
ix. Handing over of unclaimed/confiscated/clamped/towed vehicles, which were not
claimed within a week, to the jurisdictional traffic police.
Responsibilities of agencies/institutions in parking management
75 The Zonal Joint Commissioner, BBMP would be responsible for administering the O&M
within their respective zones through one or more professional agency (hereinafter referred
as Parking Space Management Agency) as appropriate. Parking Space Management
agencies appointed for operations and maintenance of parking districts may utilize
appropriate technologies for efficient operations and management of parking within the
allotted area.
76 Parking Space Management Agencies may collect and disseminate data in real-time on
occupancy of parking lots (availability or non-availability of spaces within parking lots--
on-street; off-street and shared parking) to ensure people are kept informed of where
parking is available within an area. Such information may be displayed through several
means like Variable Message Signs installed at critical locations, mobile applications, web
applications, entrance of parking lots, at each floor of a multi-level parking lot, etc. Parking
Space Management agencies may assist users in finding parking places and help in
regulating irregular parking at designated on-street and off-street locations to ensure
operations are carried out smoothly, without obstruction to circulation of pedestrians and
vehicles in that area. If any violations are found within the parking area, the Parking Space
Management agency shall inform the registered owner of the vehicle by SMS/voice call
to ensure violations are immediately corrected by the user.
77 The users utilizing parking spaces reserved for disable people may carry proof of disability
issued by the Government. The Parking Space Management Agencies may maintain
electronic and video proof of violation with time stamp and geo stamp using mobile apps
as well as other electronic mechanisms. A text message may be sent to the phone number
linked to the registration number of the vehicle immediately upon booking of violation.

17
 Any exemptions sought by the vehicle owner must happen in the form of an appeal against
fine before any officer appointed for such purpose by the Zonal Commissioner.
78 The Parking Space Management Agencies may maintain such evidence of violation
(where penalised) in electronic format for a period of at least 1 year and make available to
the civic agency or Government Agency as required within that duration.
79 The civic agency, through an independent agency, may get performance audit of Parking
Space Management Agencies regularly to assess the effectiveness demonstrated by the
agencies in upkeep of parking lots, monitoring, revenue collection and facilitation of
public.

3.9 POLICY 9: Adoption of technology in efficient parking management

80 For efficient management and enforcement of parking it is crucial to adopt technology.
The civic agency should endeavour to utilize latest technology for setting up parking
spaces such as RFID tag, on-street meters, automated boom barriers, CCTVs, and
computerized parking slips with timers, VMS parking boards, mobile applications, and so
on. This will be implemented to assess parking demand; reduce monetary pilferage; reduce
parking violation with parking meters; allow mobile payment; manage differential rates;
inform users about parking availability. The technologies may be so designed to be user
friendly, provide direct usage and revenue reports to concerned government agencies to
enable them to conduct audits.
81 All public parking related information could be integrated in Central Parking Portal hosted
by the civic agency. The portal could display real time information on parking status of all
parking lots in the city. The portal would also be used to gather parking related information
from all businesses that provide for parking (even if it is not a public parking). The parking
portal may be built on an open interoperable digital infrastructure in the form of Open
APIs/ Protocols. The broad framework for the parking portal is suggested in Annexure-5.
82 In addition to the portal, the civic agency may use the data to disseminate information on
availability of parking, pricing and parking restrictions, if any to users through various
means like VMS boards, mobile app, etc. to enable users to make informed decisions on
parking choices.
83 Private players/operators/start-ups may be encouraged to offer competitive and creative
technology solutions that would help the civic agency to optimise the use of and augment
parking spaces.

3.10 POLICY 10 Enforcement of parking

84 Enforcement of parking at city level requires significant manpower, equipment (towing
vehicles), space (to stored towed vehicles) and effort (challaning, collection of fines, etc.).
Hence, all efforts may be to minimize need for enforcement by practicing efficient
management practices in operating parking lots.
85 However, strict enforcement of parking is also crucial to achieve the desired objectives
envisaged in this policy. The enforcement powers for penalizing of vehicles that violate
the parking rules at on-street (commercial and residential) and off-street parking locations
(lots) and to realize the penalties will be exercised by such officers of the civic agency by
making necessary amendments to the Municipal Corporations Act or drafting applicable
rules. Any parking violations outside of the on-street or off-street parking lot premises
shall be considered as traffic violation and enforced by the traffic police
86 The civic agency shall strictly enforce corrective measures and penalisation in regard to
violation of the Zonal Regulations/Building Bye-Laws with respect to parking.

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 Mechanisms for monitoring & enforcing parking violations:
87 Monitoring and enforcement should go hand in hand. Monitoring and enforcement must
be easy to adopt, to the extent possible, must be less dependent on manpower and hassle
free for the public through technology driven solutions. Monitoring and enforcement
would be the responsibility of the Zonal Task Force, who may perform their duties through
parking space management agencies.
88 Monitoring and enforcement (M&E) has to be dealt with for residential and non-residential
areas. Multiple methods can be utilized for M&E using fool-proof technology driven
methods, engaging with associations like resident welfare associations, business
associations and enabling citizens to monitor and report violations. Some potential
methods that can be adopted are indicated in Annexure-6.
89 If all these measures and any technology driven systems are put in place, the need for
manpower for M&E will come down thus bringing down the cost of M&E. Apart from
cost reduction, it will become irrefutable, hassle free, and could significantly eliminate
pilferage/ mismanagement. Manpower may be deployed for bare minimum functions like
assistance at parking lot, monitoring of parking lots, etc. by the professional agency.
90 Owners of illegally or wrongly parked vehicles may be fined and clamped, if necessary,
by the Parking Space Management Agency or BTP for violations in the designated
parking lots or outside the designated parking lots respectively. Towing may be done
only in the event that the illegally parked vehicle is obstructing pedestrian or traffic
movement.
91 However, the Civic agency and the Parking Space Management Agency may strive to
ensure that need for towing of vehicles is minimized through effective communication
and active monitoring of parking lots as extensive towing operations itself usually lead to
undesirable obstruction for movement of vehicles on roads.
92 When vehicles that are repeatedly found violating parking norms (with violations 5 times
or more), vehicle registration of such vehicles may be recommended to be suspended by
the transport department and vehicles may be clamped by the traffic police until the time
suspension is revoked.
93 In case a violating vehicle is removed by a towing service or impounded, as the case may
be, the towing charges including the cost of manpower and the parking/ custody charges
for the impounded vehicles should be levied as notified by the Bengaluru Traffic Police.
These charges may be revised by BTP from time to time.
3.11 POLICY11: Parking revenue and fine utilization
94 The broader objective of utilization of the parking revenue should be to reduce the demand
for parking by improving other sustainable mobility options like footpath and public realm
for improved conditions for walking, safe cycling infrastructure, integrated public
transport network, etc. Thereby, over time need to commute by private vehicles would
reduce and land allocated for parking can be reclaimed and put for more productive use.
95 Part of the revenue generated from parking fee (or annuity obtained from Parking Space
Management Agency) and parking fines may be deposited in a dedicated Parking Fund
Account created by the civic agency.
96 The parking funds shall be ring-fenced and should be utilised by the civic agency only for
developmental works related to safety of pedestrians, road safety, development of
infrastructure for non-motorised transport (NMT), footpath improvement, improving
public realm for pedestrian on streets (planting of avenue trees), improving transit
infrastructure (like bus stops, bus bays, IMTH, etc.), subsidizing public transport, and
carrying out awareness activities to citizens on parking and sustainable transport uses.

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PART – II: ANNEXURES
ANNEXURE-1: Brief guidelines Process of preparing the Area Parking
Plan.

The following process to be followed while preparing the Area Parking Plans to ensure consistency
across the various zones until a detailed toolkit is made available as guidance for preparation of Area
Parking Plans:

 Delineate the Zone into parking districts for the ease of surveying, planning and administering
parking in the Zone. These parking districts may be typically 5-10square km in size, maybe
larger in areas with less population density/commercial activity.
 Identify the existing parking inventory (on-street and off-street) in the Zone.
 Assess the extent of parking in the Zone over the day, which includes, on-street, off-street and
illegal parking during weekdays and weekends
 This shall include assessment of parking turnover, parking duration, types of vehicles parked,
etc. for each identified parking lot (currently operating legally or illegally).
 Willingness-to-pay for parking at different areas in the zone for on-street and off-street parking
may be assessed. Based on the willingness-to-pay, assess the likely demand for parking at
different parking districts in the Zone as parking demand (quantity of parking and duration of
parking demand would change when parking is charged).
 Identify suitable locations off-street and some locations on-street (if needed) to meet the likely
parking demand in the area.
o Meeting parking demand off-street shall be prioritized to the extent possible, before
considering any on-street parking.
o Identified off-street locations shall have proper vehicular accessibility and shall be safe
for people to access by foot as well.
 APPs shall identify location of signage, real-time information, parking meters, access control
and other necessary devices for parking management at identified parking lots.
 The concerned or affected citizen groups (like resident welfare associations, commercial
establishment associations, transport operators and/or trade associations) shall be consulted
before finalizing the Area Parking Plans by the respective Zonal Task Force.

ANNEXURE-2: Guidelines for identifying non-residential roads for

parking.
The following guidelines can be considered for allocation of parking space on non-residential roads.

Public Roadway/ Street One Way Road Two Way Road

width
< 9m Parking as decided
9m – 12m One sided parallel parking Parking as decided
12m – 15m One sided parallel parking One sided parallel parking
15m – 18m Two sided parallel parking One sided parallel parking
Greater than 18m Two sided parallel parking Two sided parallel parking

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 Note: The APP may consider the planned function of the road, pedestrian and traffic volume
on the road, where available and suitably allocate parking.

Minimum Design Standards for On-street Parking:

Appropriate design standards may be followed while preparing and implementing the Area Parking
Plan as follows to ensure on-street parking is optimised without creating safety concerns on road:

 On-street parking may be about 50 meters from intersections on each arm of a road at major
intersections and up to 25 meters from intersections on each arm at minor intersections.
 Parking, when provided, may be provided at a reasonably safe distance away from pedestrian
crossings and access to/from fire stations, police stations, transit stations, bus stops. However,
appropriate clear distance over-and-above the minimum requirements at intersections and
access to emergency/priority services may be duly considered to ensure that parking, when
provided, does not impinge safety or operational efficiency of roads at these locations.
 On-street parking spaces may be designed as per minimum requirements of IRC:SP:12-2015 to
the extent possible. The design should minimize conflict between parking, walking and cycling.
 Parking spaces allocated to differently abled persons may be located closer to footpath ramps,
elevators or access to establishments.

Minimum Design Standards for Off-street Parking Facilities

When off-street parking is provided the following design standards may be followed.

a. Open areas designated as parks, playgrounds, gardens, rivers, tanks/lakes, rajakaluve, may
not be consumed for development of parking.
b. Off-street parking locations should have good accessibility for vehicles to ingress and
egress. Preferably must have access from other than major roads to avoid direct conflict
with flowing traffic on major roads. Off-street parking facilities would be most impactful
if is located within 350-700m of an activity centre.
c. The off-street parking spaces should be designed to comply with design standards as per
the, IRC:SP:12-2015, National Building Code and BIS standards.
d. Special provisions for parking for differently - abled may be made as per Bureau of Indian
Standards, National Building Code of India of 2016, IRC: SP:12:2015 and Harmonized
Guidelines and Space Standards for barrier free built environment for persons with
disability and elderly persons, 2016 of Ministry of Urban Development, Government of
India.
e. Stacked parking and valet parking may be appropriately considered to increase parking
capacity at MLCP.
f. MLCPs may also be gradually equipped with facilities like electric buggy, bicycles (PBS),
so that users of all abilities can park vehicles and access their destinations.

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ANNEXURE-3: Guidelines for Identifying Residential Roads for Parking.

The APP can follow the following guidelines for provision of residential on-street parking:

Avg. Public
Roadway/ Street Status of Parking
Road Functionality
width (2W and 4W)
(in meters)
<=9.0m - To be decided by Task Force
9.0m – 12.0m Caters local traffic Parking permitted on ONE side
9.0m – 12.0m Connector to a major road To be decided by Task Force
>12.0m Caters local traffic Parking permitted on BOTH side
>12.0m Connector to a major road Parking permitted on ONE side
>12.0m major traffic road To be decided by Task Force
Note: The actual parking space allocation may be determined based on site condition and traffic
volume data, when available.

The APP can also recommend circulation plans (For e.g. one-way pairs) for areas where there are
limited thoroughfares and road widths are less than 9m.

ANNEXURE-4: Suggested Mechanism for Adopting Parking Permit.

Mechanisms to ensure a technology driven permit system
 It is imperative to have a technology driven spatial database of residential parking inventory
both within properties and on road to ensure transparency, to understand the demand vs. supply
gap, to inform future policy formulation.
 As a first step, the civic agency may immediately create a road by road spatial database with
on-street parking inventory on residential streets by aligning with the Area Parking Plan
guidelines. These parking spaces may to be assigned unique identification numbers and stored
in a database along with geographic location details.
 Road wise parking inventory may be completed on priority basis and parking permits issued
against identified on-street parking spaces. On issue of a permit, the database to be
automatically updated with assigned vehicle number, and other vehicle identification details. A
permit tag may also be issued indicating parking space id, vehicle number and validity period,
so that owner can display the same in front windshield for easy verification of proof of permit.
 Subsequently, the civic agency may also carry out an enumeration to map the actual parking
inventory available within plots as per the approved building plans. Each parking space within
plots may be assigned unique identification number and stored in the database with plot address
and ownership details. Once this process is complete, vehicle owners desiring to apply for on-
street residential parking permit, but has parking availability within a plot as per building plan
shall be charged twice the parking permit fee.
 The parking space tagging may be automatically updated onto the database for all new building
plan approvals.
 The civic agency may conduct surprise inspections as specified in Policy 9 to enforce the permit
system and violators shall be served with hefty fines to the tune of 1/4th of annual parking fee.
Automatic fines shall be issued with photographic evidence to the vehicle owner.

23
Figure 1Interface for guide different users of the parking portal

Figure 2 Portal Features for Parking Agency

25
 Figure 3 Registration Page Details

Figure 4 Login Page for Parking Agency

26
 Figure 5 Workflow for Adding Parking Location Details

Figure 6 Workflow for Adding Parking Space Details within a Lot

27
Figure 7 Parking Agency Dashboard for Monitoring

Figure 8 Alternate Dashboard View

28
 Figure 9 Dashboard View on Mobile

Figure 10 Detailed View of Parked Vehicles

29
 Figure 11Parking Slot-wise View

Figure 12 Portal Options for Parking User

30
Figure 13Landing Page for Users – indicating availability of parking slots

Figure 14 User Dashboard Indicating Usage Trends and Money Spent

31
Figure 15 Portal to Facilitate Users to Reserve Parking Slots

Figure 16 Parking Planning for Entire Journey/Day

32
 Figure 17Dashboard for Authority/Civic Agency

Figure 18Portal to Facilitate Authorities to Compare Performance of Different Parking Zones

33
ANNEXURE-6: Potential strategies that can be adopted for monitoring
and enforcement in residential and non-residential areas

Potential Strategies for Residential M&E

i. Use existing CCTV cameras installed by different public agencies like BBMP, BTP or
any other agency.
ii. Moving vehicle mounted with video camera scanner, which can read number plates of
vehicles regularly of all residential roads.
iii. RFID tag method can also be tried out on selected categories like private buses, HCVs
construction vehicles.
iv. Government of India has passed order mandating all transport/commercial vehicles to
have GPS devices fitted by 2020. Tracking of idling time of transport/commercial
vehicles using the GPS device data is another possibility.
v. Use of local volunteers can also be thought of using RWAs and other associations.
vi. Parking census once a year during night time.
vii. Any combination of the above methods or any other suitable methods, based on the
availability/readiness on ground may be utilized for monitoring and enforcement on
residential roads

Potential Strategies for Non-residential Areas M&E

i. Use existing CCTV cameras installed by different public agencies like BBMP, BTP or
any other agency. More CCTV cameras may be installed to ensure monitoring and
enforcement is robust.
ii. Moving vehicle mounted with video camera scanner, which can read number plates of
vehicles regularly of all non-residential roads.
iii. RFID tag method can also be tried out on selected categories of vehicles.
iv. Government of India has passed order mandating all transport/commercial vehicles to
have GPS devices fitted by 2020. Tracking of idling time of transport/commercial
vehicles using the GPS device data is another possibility.
v. Parking violation reporting by citizens using mobile app
vi. Mandating commercial property owners to have one camera focused on the road in
front of their properties, which would act as safety for their property as well as
monitoring mechanism for parking violations.
vii. All transport buses of BMTC can be fitted with a camera focusing on the road by
government funding. This would give continuous data for parking violations and
electronic record for all accident cases involving BMTC buses.
Any combination of the above methods or any other suitable methods, based on the
availability/readiness on ground may be utilized for monitoring and enforcement.

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