We estimate the effect of parking occupancy on distances walked between parking and residential locations in Amsterdam. Using data from scanner cars, we show that walking distances only increase when ...the occupancy rate exceeds 85 per cent. However, the marginal effect of occupancy on
walking beyond 85 per cent is limited: every parker imposes 8 m on each subsequent parker. Our analysis suggests it is optimal to have almost all parking spaces occupied late in the evening when few residents aim to park. Our result has important consequences for policy makers who use residential
parking permits to prevent cruising for parking.
The occurrence of higher air and surface temperatures in urban areas is known as the urban heat island (UHI) effect. Reducing the UHI effect may decrease summer energy use and improve human and ...ecological health. The Leadership in Energy and Environmental Design certification system has awarded up to three points for construction projects that provide any combination of the following cool pavement strategies for up to 75% of the site landscape: (a) shading hard surfaces on the site with landscape features, (b) using high-reflectance materials with a minimum solar reflectance index (SRI) of 29, and (c) utilizing an open-graded pavement or porous pavement system. Although a guide to the design and construction of porous asphalt pavements has existed for some time, such a guide is not readily available for high-reflective asphalt pavements. The objective of this study is to identify and validate high-reflectance asphalt materials and pavement surface treatments that are suitable for use in parking lots and other large paved surfaces, have a minimum SRI of 29, and are economical. In this study, six technologies exhibited SRI values of 29 or greater: E-Krete microsurfacing, Street-Bond coating, synthetic binder, Densiphalt, and chip and sand seals using light-colored aggregates. Another technology, surface gritting using light-colored aggregate, most likely would have exhibited SRI values of at least 29 if the aggregate had adhered properly to the asphalt mat.
This paper examines the market for motorcycle taxi services in Bangkok, Thailand, in terms of economic rent and the effects of such rent on fares. Three sources of monopoly rent in motorcycle taxi ...services are identified. Locational rent is attributed to the level of accessibility that is specific to the location of a motorcycle taxi stand. Such locations are limited in terms of accessibility, with few locations that can be substituted with another. The quota rent is arbitrarily created by rent-seeking activities, that is, by setting a quota on the number of operators in each location. Territorial rent is created by restricting the service area for each operator group. Depending on the behavior of the so-called influential people, the monopoly can be either enforced or eroded. A regression analysis of fare data provides evidence that supports the hypothesis of locational and territorial rents. Locational rent decreases as a motorcycle taxi stand is located farther away from a rail transit station. Motorcycle taxi groups with demarcated territories command a fare premium, which may indicate territorial rent. Some stands enjoy a degree of monopoly where there are limited substitute feeder transport modes; stands located near bus stops also command a fare premium because of accessibility. This situation implies that bus services do not compete with motorcycle taxis but provide complementary services. The additional economic rent created by new transit systems is unfairly captured by operator groups and influential people. It is suggested that a competitive market be created for motorcycle taxi services, with value-capture measures that are intended to create a more efficient and fairer feeder transport system.
It has been estimated that the illegal parking of parcel delivery vehicles is the third leading cause of urban nonrecurring congestion, behind vehicle crashes and construction. However, little has ...been done to investigate the causes of illegal parking by trucks and to develop mitigation strategies. As an exploratory step toward addressing truck parking problems in urban areas, this study analyzed data on truck parking citations in Chicago, Illinois, to identify factors that affected the high density of violations. A geographic information system was used to analyze hot spots. The analysis showed that parking problems were generally worse in or near downtown and became less prevalent toward the outer perimeter of the city. However, truck parking did not seem to be a serious issue in the part of the city that had been home to industrial sites for a long time. Regression analysis revealed that truck parking problems could be exacerbated by concentrations of food businesses in newly developed neighborhoods with a low density of vehicles owned by residents. This finding underscored the importance of land use plans and urban and streetscape designs that took into account trucks in neighborhoods that might not seem to generate intense truck activities. The study also found that alleys could alleviate some truck parking problems.
Multimodal Data Fusion for Big Events Papacharalampous, Alexandros E.; Cats, Oded; Lankhaar, Jan-Willem ...
Transportation research record,
2016, Letnik:
2594, Številka:
1
Journal Article
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Many of the transportation problems prevalent in urban areas culminate in large-scale events. Such events generate large multimodal flows that arrive and depart within short time intervals to ...constrained areas. Monitoring and managing big events pose a challenge for transport planners, operators, event organizers, and city officials. In this study, data concerning multimodal flows were collected and analyzed for a so-called triple event in Amsterdam, Netherlands, where more than 60,000 people visited the Amsterdam ArenA area. The collection and fusion of large and diverse data sets provided this study a unique opportunity to reconstruct, from incomplete data, the crowds’ arrival and departure times and estimate their modal-split patterns. Considerably different arrival and departure time patterns were observed for car and public transport users. Visitors using public transport arrived approximately 45 min before the start times of the events compared with 75 min for car users. The lag between the event end time and the departure time of public transport users was approximately 20 to 50 min, whereas a lag of 20 to 80 min was observed for departing cars. The factors that possibly underlie these differences are discussed as are the limitations in the analysis. The results of this study can support decisions about the allocation of parking lots and the scheduling of public transport services.
The short-term interactions between on-street and garage parking policies and the associated parking pricing can be highly influential to the searching-for-parking traffic and the overall traffic ...performance in the network. In this paper, we develop a macroscopic on-street and garage parking decision model and integrate it into a traffic system with an on-street and garage parking search model over time. We formulate an on-street and garage parking-state-based matrix that describes the system dynamics of urban traffic based on different parking-related states and the number of vehicles that transition through each state in a time slice. This macroscopic modeling approach is based on aggregated data at the network level over time. This leads to data collection savings and a reduction in computational costs compared to most of the existing parking/traffic models. This easy to implement methodology can be solved with a simple numerical solver. All parking searchers face the decision to drive to a parking garage or to search for an on-street parking space in the network. This decision is affected by several parameters including the on-street and garage parking fees. Our model provides a preliminary idea for city councils regarding the short-term impacts of on-street and garage parking policies (e.g., converting on-street parking to garage parking spaces, availability of garage usage information to all drivers) and parking pricing policies on: searching-for-parking traffic (cruising), the congestion in the network (traffic performance), the total driven distance (environmental impact), as well as the revenue created for the city by the hourly on-street and garage parking fee rates. This model can be used to analyze how on-street and garage parking policies can affect traffic performance; and how traffic performance can affect the decision to use on-street or garage parking. The proposed methodology is illustrated with a case study of an area within the city of Zurich, Switzerland.
Roadways provide mobility for goods and services and accessibility to destinations. In urban settings such as the District of Columbia, an important element of accessibility is the ability to park on ...the street close to the destination. Agencies often use peak hour parking restrictions as a strategy to balance these two often-conflicting goals. The District Department of Transportation undertook a research project to develop a framework for assessing the effectiveness of existing peak hour parking restrictions and evaluating the effects of any modifications. The framework was developed, tested, and applied to two major corridors: Connecticut Avenue and Rhode Island Avenue. The corridors were modeled to simulate the existing restrictions and the alternatives. The corridor level of service was used to measure the mobility and determine the desired restriction periods. In addition, the study evaluated the effects of any restriction changes on relevant factors, such as land use, transit availability, neighborhood parking, and cut-through traffic. A policy framework and an implementation plan were developed as part of this study, and they can be applied to other corridors. These findings can be useful for jurisdictions considering the reevaluation of their peak hour parking restriction policies.
A shopping mall is a meeting platform for retailers and their customers, and may therefore subsidise one particular market side. We consider suburban malls as competitive bottlenecks because shops ...are mainly opened up by retail chains which operate in many malls, but whose customers
visit only one suburban mall so as to save transport costs. If the consumer-to-shop externality is larger than the shop-to-consumer externality, parking is subsidised and if customers generate high revenue, the mall operator will offer free parking to its visitors. This result is shown in
a model where two malls compete for variety-loving customers.
The aim of this paper is to identify factors influencing parking search (cruising) time. A revealedpreference on-street parking survey was undertaken with individual drivers in four UK cities to ...investigate the influence of personal, trip, socio-economic, physical, time-related, and
price-related variables on parking search. In order to address the potential endogeneity problems between the factors (for example, parking fee and parking search time) and hierarchical issues in the survey data, a generalised multilevel structural equation model was applied. This revealed
that cruising time could be reduced by seeking drivers to pay for parking as a way of improving social welfare.
Parking Behavior and Policy Ibeas, Angel; dell’Olio, Luigi; Moura, Jose Luis
Journal of advanced transportation,
01/2018, Letnik:
2018
Journal Article
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Private vehicles can spend over 90% of their time parked with considerable consequences for land use and economic activities in urban areas. Hensher and King 2 reported an important contribution to ...this research line with the study of the behavior of users of the CBD in Sydney in view of a change in the parking policy (introduction of rates and maximum duration of parking). 2 D. A. Hensher, J. King, "Parking demand and responsiveness to supply, pricing and location in the Sydney central business district," Transportation Research Part A:
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