International Journal of Innovative and Emerging Research in Engineering
Volume 3, Special Issue 1, ICSTSD 2016
Design Of Multi-Level Car Parking
Radhika A. Dahane
P.R.M.I.T AND R, Badnera
Amravati, India
radhika.dahane666@gmail.com
ABSTRACT:
The population of the world is continuously on the
increase and towns and cities have grown up around
their public transport system. The increasing
population and expanding urban centers has been
accomplished by increasing car ownership and
increasing demand for movement for various purposes.
Regardless of income or social status, the conditions
under which people travel have become more and more
difficult and sometimes absolutely intolerable. Demand
for transport and travel intensity tends to increase
sharply with the growing size of a city and town
especially when the city center or major centers of
activity continues to grow in terms of both size and
employment. Parking in public areas can be very
tasking with little or no form of security because it is
fraught with all sorts of hazards created by either
humans or lack of parking structures. In order to
reduce the stress of parking and any form of danger or
insecurity to cars and owners, adequate parking
facilities must be provided to meet up for the demand of
parking.
Multi-level parking has come with a number of reliefs
since they come with a number of advantages such as
optimal utilization of spaces, for comfort for drivers
since the stress of struggling for parking space is taken
off, more security and environmental harmony.
This research present the design of a multi-storey car
park for the mitigation of traffic challenges in public
areas using various case studies. Various design aspect
which are considered are arrangements of deck and
ramp, planning the dimensions, the bay width, aisle
width, ramp dimensions, planning grid, alignment paths
to exit barriers, means of escape distances, travel
distances from the car to the destination, security,
visibility, space allowances and lift provision.
Keywords: (Urbanization, traffic challenges,
Designs, Multi-storey car park, Structural
analysis)
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Dr. P. S. Pajgade (Professor)
P.R.M.I.T AND R, Badnera
Amravati, India
ppajgade@gmail.com
I. INTRODUCTION:
The population of the world is continuously on the
increase and towns and cities have grown up around
their public transport system. The increasing
population and expanding urban centers has been
accomplished by increasing car ownership and
increasing demand for movement for various
purposes. Regardless of income or social status, the
conditions under which people travel have become
more and more difficult and sometimes absolutely
intolerable. Demand for transport and travel intensity
tends to increase sharply with the growing size of a
city and town especially when the city center or
major centers of activity continues to grow in terms
of both size and employment. Parking in public areas
can be very tasking with little or no form of security
because it is fraught with all sorts of hazards created
by either humans or lack of parking structures. In
order to reduce the stress of parking and any form of
danger or insecurity to cars and owners, adequate
parking facilities must be provided to meet up for the
demand of parking.
In addition, high population density, large number of
pavement hawkers, sidewalk encroachments,
heterogeneous nature of traffic and commercial area
development along all the major roads have
compounded the problem of congestion on the main
as well as internal roads of these cities.
Over the years engineers and architects have found a
way to create more parking spaces within minimum
size of land by the design and construction of multi-
storey car parks. Multi-storey car park also known as
a parking garage or a parking structure is a building
designed for car parking with a number of floors or
levels on which parking takes place. It is essentially a
stacked parking lot that has multiple access and exit
system to avoid traffic congestion in and out. Car
parking systems have been around almost since the
time cars were invented. There are car parking
systems in most areas where there is significant
amount of traffic. Car parking systems and the
 International Journal of Innovative and Emerging Research in Engineering
accompanying technologies have increased and
diversified over the years. Car parking systems were
developed in the early 20th century in response to the
need for storage space for vehicles.
II. Literature Review:
Multi-storey car parks have a number of unique
features that distinguish them from other buildings or
structures. A lack of understanding and recognition
of these distinct characteristics
by designers and those responsible for inspection and
maintenance is believed to be the major cause of
many of the common problems identified in these
structures.
Volume 3, Special Issue 1, ICSTSD 2016
taken into account in the final analysis of tall slender
structures.
III. METHODOLOGY:
The methodology followed was:
1. The analysis and design was undertaken using
computer software ETABS 2015. The structure was
modeled and analyzed in 3D. The software
automatically generates the self weights. A manual
definition of the loading was done to confirm the
software results.
2. The detailing was done using AutoCAD.

Parking structures are generally classified as either IV. DESIGN GEOMETRY AND LAYOUT:
“static” or “automated”. The two types of ramps that
can be used are straight ramp and curve ramp. Five In this paper , Design of Multi-level car parking
types of layout that can be used in traditional parking structure is discussed.The plan is as shown in the
structure includes parallel packing, perpendicular/ fig (1).
angle 90o, angle 60o, angle 45oand angle 30o. The
floor level system can be flat on the same floor, can
be split level or staggered floor systems or sloping
floor systems. For the design aspect, there are
numerous configurations of multi-storey car parks
featuring different arrangements of deck and ramp.
The final selection of the configuration will be
determined by the overall size of the car park, the
shape of the site and the use for which the car park is
intended. Starting from the planning dimensions, you
consider the bay width, aisle width, ramp dimensions,
Fig 1. Shows layout plan
planning grid, alignment paths to exit barriers, means
of escape distances, and travel distances from the car
Bay dimension:
to the destination, security, visibility, space
The car bay dimension is taken as 5m x 2.8m.
allowances, lift provision and payment system among
other things.
Headroom:
In structural design, a building that is at least three The recommended minimum clear height or
storeys in height must be framed. The loads from the headroom, measured normal to surfaces, for vehicles
occupants are transmitted through the slab, beam and is 2.10m. Additional clearances are generally needed
column and to the foundation and therefore each at changes in gradient such as at ramps. The floor to
element of the frame must be designed to effectively floor height is taken as 3.3m which satisfy the
handle its own dead load and the load being minimum height recommended for headroom
transferred to it. For the idealization of the actual including deduction made for signage, lighting,
structure, the structural model should relate the actual ventilation, barrier controls and any other possible
behavior to material properties, structural details, and projections.
loading and boundary conditions as accurately as it is
practicable. The structure should be so designed that Parking angle:
adequate means exist to transmit the design ultimate
load, wind and imposed loads safely from the highest Placing bays at an angle of less than 90° is a
supported level to the foundations. As the height of convenience for drivers since it facilitates entry and
buildings becomes much, horizontal deflections must exit.
be computed with greater accuracy. The deflected This in turn improves the ‘dynamic and turnover
shapes of individual structural members should be capacity’ of the aisle. However, a disadvantage is that

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 International Journal of Innovative and Emerging Research in Engineering
greater floor area per car is required. Here parking
angle is of 90o. Aisle width is taken as 6.0m.
Car park layout:
This structure consists of 10 spans of 8.4 meter in X-
direction and 6 spans of 5.5 meter in Y-direction.The
total height of the building is 13.2m. The plan of
structure measures 84m x 33m. As the span is much
more , hence an expansion joint is provided after 5
spans in X-direction, i.e. at 42m as shown in fig(2)
Fig 2. Shows grid (expansion joint)
Design information:
The structure is designed in compliance to the Indian
Standard 1893 (Part I): 2002 (Indian Code of Criteria
for Earthquake Resistant Design of Structures). Story
height is considerd as 3.3m for all floors including
the ground story. The buildings are assumed to be
fixed at the base. The floors of all buildings act as
rigid diaphragms, and are analyzed and designed by
using ETABS v9.7.4 software for Amravati city (i.e.
Zone III).
The material grades taken are M25 for concrete and
Fe415 for steel.The Live load is taken as 6 kN/m2 and
weight of floor finish 2.4 kN/m2 .Thickness of slab is
calculated as per clause 23.2.1 of IS 456: 2000 and
also sizes of beams and columns are decided by using
criteria as per IS 13920: 1993 (Ductile Detailing of
Reinforced concrete structures). The sizes of columns
are kept (450 x 650)mm.Further the columns are
curtailed above second storey.The size of columns
above second storey for all intermediate columns is
taken as(450 x 600)mm
and that for columns along the perifery is taken as
(400 x 550)mm.
Methods of seismic analysis of structures are:
1. Static Analysis
2. Dynamic Analysis.
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Volume 3, Special Issue 1, ICSTSD 2016
Criteria of Dynamic analysis for regular buildings of
IS 1893 (Part 1): 2002: Clause 7.8.1 (a).
1) For Zone IV and V, the height of building should
be greater than 40 m.
2) For Zone II and III, the height of building should
be greater than 90 m.
In this study, the maximum height of building is
below 90 m in zone III. According to clause 7.8.1(a),
dynamic analysis is not required in this analysis.
Hence,Static analysis was done. Equivalent static
analysis accounts for the dynamics of building in an
simplest one-it requires less computational efforts
and is based on formulae given in the code of
practice. First, the design base shear is computed for
the whole building, and it is then distributed along
the height of the building. The lateral forces at each
floor levels thus obtained are distributed to individual
lateral load resisting elements.
According to clause 6.3.1.2 of IS 1893(Part1): 2002
Load combination used are:
1) 1.5 ( DL + LL)
2) 1.2 (DL + IL + EQX)
3) 1.2 (DL + IL + EQY)
4) 1.5 (DL + EQX)
5) 1.5 (DL + EQY)
6) 0.9DL + 1.5EQX
7) 0.9DL + 1.5EQY
Natural Time Period: Ta = (0.09*h) / √d
In X-direction, Tx = (0.09 * 13.2) / √42 = 0.1833 sec.
In Y-direction, Ty = (0.09 * 13.2) / √33 = 0.2068 sec.
Importance Factor: I = 1.0 (as per IS 1893 (Part 1):
2002, clause 6.4.2)
Response Reduction Factor: R= 5.0 (as per IS 1893
(Part 1): 2002, clause 6.4.2)
Soil Type = medium
Zone Factor: Z = 0.16
Dimensions of columns and beams are decided after
different trials and suitable curtailments are done.
The various result in storey drift and displacement
were recorded for columns with curtailments and
without curtailments. The ramp is also designed
seperately but not disscused in this paper.
V. RESULTS:
1.) Story drift: The story drift in any story due to the
minimum specified design lateral force, with partial
load factor of 1.0, shall not exceed 0.004 times the
story height, i.e.
 International Journal of Innovative and Emerging Research in Engineering
Volume 3, Special Issue 1, ICSTSD 2016
0.004 x 3.3 =13.2mm.(for 2nd ,3rd ,4th and 5th storey) Maximum displacement in X-direction for
0.004 x 2.0 = 8mm (for 1st storey) columns with curtailment is 22.6mm and
for columns without curtailment is 21.7mm
Maximum story drift in X-direction for columns with
which are well within permissible.
curtailment is 5.098mm (series 1) and for columns
without curtailment is 4.64mm. (series 2) Maximum displacement in Y-direction for
columns with curtailment is 30.1mm and for
8 columns without curtailment is 29mm which
Series1
are well within permissible limit.
Series2
storey drift in mm

6
VI. CONCLUSION:
4 From the above results it is concluded that;
1.) The maximum storey drifts both in
2 X-direction and Y-direction are within
permissible limit in both the cases i.e. in
0 columns with and without curtailment.
0 2 storey no. 4 6 2.) The maximum displacement both in
X-direction and Y-direction is within
Fig(3): Graph showing max storey drift in permissible limit in columns with curtailment
X-direction as well as in columns without curtailment.

Maximum story drift in Y-direction for columns with

curtailment is 6.68mm (series1) and for columns ACKNOWLEDGEMENT:
without curtailment is 6.15mm (series 2) which are The authors like to thank Dr. P. A. Kadu HOD,
well within permissible limit. Department of Civil Engineering P. R. M. I. T& R.,
Badnera for his encouragement, fullest cooperation
and valuable guidance given by him to authors from
8 Series1 time to time. Author also thanks to Dr N. W. Kale
principal, P. R. M. I. T. & R, Badera for providing
storey drift in mm

6 Series2
the library facilities for collection of literature.
Author also thanks to colleagues as well as non
4 teaching staff of Civil department who directly or
indirectly helped in preparing the manuscript.
2
REFRENCES:
0 [1] Guidelines for the Design of Off-Street Car Parking
0 2 4 6 Facilities.
storey no. [2] “MULTI STOREY CAR PARK DESIGN
PROJECT”By Anyangu Harris Amunga:
F16/29850/2009"
Fig(4): Graph showing max storey drift in
[3] Design recommendations for multi-storey and
Y-direction underground car Park",The Institution of Structural
Engineers
2.) Displacement: maximum permissible [4] "Enhancing the Whole Life Structural Performance of
displacement according to clause 7.11.1 multi-storey car parks",Mott McDonald
[5] “Design of Underground and Multi storey car parks”
of IS 1893 (Part 1): 2002;
3rd Edition,Institution of Structural Engineers, 2002
[6] “ Recommendations for the inspection and
= 0.004 x Total height
maintenance of car park Structures”, Institution of Civil
= 0.004 x 13.2
Engineers, ICE Papers to Conference on Inspection of
= 0.0528 m Multi-Story Car Parks, July 2000
= 52.8 mm [7] “ Concrete car parks: Design and maintenance issues”
Courtney MA, Figg J W, et al, Paper to BCA
Conference on Car Parks Sept. 1997.

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