Parking a car in the smallest possible way (original) (raw)
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Transport Strategy Refresh - Background Paper - Parking
2018
Car parking is essential to car-based travel, with cars stationary 95 per cent of the time. Occupying at least 12 square metres but as much as 35 square metres per space, parking can account for significant portions of urban land. Car parking policy is relevant to many issues in Australian transport and urban planning– concerns about urban intensification; housing affordability; the liveability of dense urban areas; traffic and congestion; and the sustainability of cities. Parking policy influences transport, housing, and urban design but is sometimes overlooked in debates about cities and their future: it is “expected but unnoticed” (Ben-Joseph 2012). Car parking is an important part of Melbourne’s transport and planning challenge. Conventional car parking policies have long shaped the city’s urban form and transport patterns. A legacy of 20th century approaches to parking policy mean the real cost of parking is rarely paid for upfront, nor is the actual use of or demand for car parking space often monitored. As a result, a growing body of research indicates that car parking is oversupplied and is neither priced nor used efficiently. Demographic changes, car sharing, ride sharing and automated vehicle technologies mean uncertainty over future demand for parking and how best to manage it. Newer approaches to parking policy and to the use or re-use of parking space including for public open space in cities worldwide are the subject of enthusiasm, but also of concerns that change may disadvantage or disrupt communities. An evidence base can help inform public discussion about the trade-offs. This discussion paper acknowledges however that car parking is characterised both by strong beliefs, and by gaps in this evidence base. The City of Melbourne is in a unique position to reflect on parking policies, and consider the advantages and disadvantages of further change. The City has introduced progressive changes to both on-street and off-street parking policies since as early as the 1970s. Unlike most of metropolitan Melbourne, and most Australian cities, parts of the City of Melbourne have maximum rather than minimum requirements for off-street parking. Much of its on-street parking is managed by pricing and timing mechanisms – underscoring more efficient management and use of parking space. The City has a comparatively large population of households without cars; and of trips by non-car modes. City of Melbourne transport policies have long encouraged sustainable and efficient transport modes. While much of the City’s accessible urban form and infrastructure dates to a period of development before cars and car parking, other characteristics of the municipality have been shaped by its car parking policies. The City of Melbourne also has the advantage of extensive parking data, which (although not comprehensive) are in advance of most other areas and give a better evidence base for parking policy decisions than is typically the case worldwide. At the same time, the City of Melbourne has a comparatively high dependence on parking revenue as a revenue source, both from fees and from infringements. Like many cities, the City of Melbourne seeks to balance potentially competing goals with its parking policies: generating revenue, managing car traffic, placing a value on the use of public space, and keeping the city accessible and attractive to visitors. Its policies vary across different parts of the municipality, and are not underpinned by a comprehensive parking plan. This discussion paper summarises parking concepts, academic research on parking, experiences and ideas from other cities, and data on parking in the City of Melbourne. It contains the following: This discussion paper summarises parking concepts, academic research on parking, experiences and ideas from other cities, and data on parking in the City of Melbourne. It contains the following: • A glossary / explainers of some common parking concepts and terms; • A review of the evidence base around parking in academic literature and in the City of Melbourne specifically: its extent and use; and its role in traffic, housing, and retailing. • A summary of car parking policies and their influence: how parking is typically managed, examples of parking policy and practices worldwide, and how City of Melbourne policies fit in these contexts; • Summary of parking policy recommendations, ideas and challenges for the City of Melbourne.
Morning Queues and Parking Problems. On the Broken Promises of the Automobile
Mobilities, 2006
The car promises speed and individual freedom of movement, to go wherever one wants whenever one wants. These promises are materialized in car technology and culturally distributed through car marketing. In everyday life, however, the majority of car travelers are stuck in queues moving slowly through big cities. The morning queue seems to be an accepted aspect of car travelling and everyday commuters often adjust their habits to a life in the queue. They seem to get more upset when their freedom to park is restricted, hating parking meters and parking officers that are, after all, inventions intended to increase the flow. This article takes these two phenomena as the point of departure for a discussion of the freedom of mobility offered in practice by the automobile in relation to the freedom of mobility it promises. It concludes that ''we have never been auto-mobile''.
Modelling of the Movement of Designed Vehicles on Parking Space for Designing Parking
Development of Transport by Telematics, 2019
Nowadays, in all cities there is an acute problem of lack of parking spaces. The vehicles are becoming more and more not only in megacities, but also in small cities of the country, and there are no more parking places - the pace of solving the problem is several times slower than the speed of transport growth among the citizens. The article is dedicated to determination of the optimum sizes parking place for designing vehicles on parking space which is an element of the roads. On example of the passenger cars and trucks are determined optimum amount parking place. The results of research on the dimensioning of parking spaces, recommendations to use of the results for the design of objects of transportation infrastructure.
Residential Street Parking and Car Ownership
Journal of the American Planning Association, 2013
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Parking in the city – The implications, innovations and needs for improved policies
Responsible provision of parking space in urban areas is a constant policy challenge, because streetscape is a limited resource and therefore contested between different uses. Emerging planning paradigms and understandings of public space are in the middle of parking regime discussions. Parking ordinances are historically grown (1930ies) rules from times, when the car was a pushed for primary development tool. Parking space regimes have an impact on urban and transport system and numerous connected parameters (e.g. energy consumption). In Austria, historically all parking ordinances have been rigidly focusing on car parking only, leaving bicycle parking aside. After a brief overview of the Austrian situation, we identify how such improved parking policies may be implemented into strategic policy modelling.
Editorial: Parking in the connected and automated era: Operation, planning, and management
Transportation Research Part C: Emerging Technologies, 2021
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For any new residential development scheme the provision of car parking space plays a fundamental role. To improve the quality and sustainability of a development, carefully designing the street layouts and parking is one of the important criteria. In the United Kingdom, it is a common practice that the majority of new residential development schemes provide on-street car parking. Traditionally, these on-street parking spaces should be considered as the additional number of car parking spaces for residents who might already have their individual household car parking space/s, for example as garage, off-street driveway or as a designated group parking area on private road. However, on majority situations, these garages with ’minimum’ width are so inadequately designed that even to get on and off as a driver by only opening the driver side’s door becomes very difficult. e house with such a garage forces the vehicle owner/s to park their car/s in alternative parking spaces; i.e., on-street. However, while providing such on-street parking space the layout designer/planner uses minimum street width that can accommodate car parking only on one side of the street instead of on both sides. If the car ownership number per household for that particular area is low then this one-sided on-street parking space could accommodate the required number of car parking spaces. Conversely, on majority of cases this does not fulfil the minimum number. e residents as well as visitors start parking their car on the side walkways (footpaths); i.e., they start parking on the kerbside; hence, blocking the footpath spaces. Few local authorities in the United Kingdom have detail residential parking standards specified for the number of parking space required for a proposed new residential development scheme. ese standards are in terms of the total number of parking spaces in proportion to the total number of housing units in the master plan. In addition, for a very few number of local authorities in the United Kingdom, there are specifications for the minimum size (length and width) of the garage or parking bay specified for the residential neighbourhood. However, for the majority of local authorities, the maximum parking requirement for the new residential development is described as ratio 1:1 or 1:1.5 only; i.e., the number of parking spaces to the number of household units, depending on the number of bed rooms for each household. In practice, to meet these maximum parking requirements sometimes it is easy to produce the master plan that could display the adequate number of parking spaces in layout but in reality, many of those designed car parking spaces are not useable; it is difficult to get out of the car because there is not enough space inside the garage to open the door. As a result, the total feasible parking spaces available to the occupier are reduced from the number of parking spaces originally proposed and later constructed. In situation where vehicle owners are habituated by parking their car on the kerbside obstructing and even sometimes ignoring the other road users such as pedestrians, cyclists, mothers with pushchairs, people with scooters, moped or wheelchairs who have walking disabilities, etc.; then the question arises whether the quality of life of those residents, who are living in such a newly developed residential neighbourhood, are affected or not? Ultimately, the quality of life by living such a built environment is affected. e quality of life for those residents is accommodating this car driver’s behaviour by sacrificing their freedom of accessing their natural rights to enjoy their neighbourhood’s street life. Residents complain about the inadequate parking provision is leading to on-street parking in many new residential development schemes, even leading to neighbour disputes. Using a case study example, Milton Keynes, this paper describes this residential car parking situation.
If we will say about the population of cities and of course India is increasing day by day. If consider the problems of cities than the traffic has become the crucial factor for any city and we will get the space to park the vehicle. If we consider the locations, the spaces to park the vehicles are available, but we are not aware for those spaces and the proper utilization of parking is not taking place. In this paper, we have surveyed the locations of city Indore, where parking is very important and provide a way through which, we can efficiently utilized those spaces.