Abstract
PurposeThis paper assesses the parking needs of freight and service related commercial activities and identifies the role of demand management in mitigating these needs.MethodsTo provide a context for the analyses, the authors selected two small commercial areas of about the same number of commercial establishments—one in Troy, NY, and the other in New York City—and applied freight and service trip generation models to estimate the total freight and service traffic generated at these sites. Then, using different assumptions of the amount of time these vehicles spend at a parking location, the authors estimated the number of parking spaces required by time of day under different assumptions of demand management.ResultsThe results show that parking needs are proportional to the average parking durations. Essentially, the longer the duration the higher the parking needs. In terms of impacts on demand management, the results show that the 100% Off-Hour Deliveries (OHD) program is expected to be the most impactful as it reduces the parking needs by 70–80% during peak hours. In second place, Staggered Deliveries reduces parking needs by about 60% during the peak hours. The third place is occupied by the 30% OHD Scenario and the Receiver-Led Consolidation programs, which are virtually tied, offering about 10–25% reduction.ConclusionsThe initial analysis revealed the importance of parking duration as it was shown to be proportional to parking needs; the longer the duration the higher the need for parking. The delivery simulation further bolstered this finding by showing that the optimal case occurs (i.e. minimizing parking duration) the closer the parking location is to the establishment. The further away the vehicle is parked the longer the walking time to the establishment, hence increasing the time the vehicle occupies the parking spot. The strategies applied to the case studies showed that Transportation Demand Management (TDM) strategies are effective in decreasing the number of parking spots needed during peak periods.
Highlights
Local officials, transportation policy-makers, and traffic engineers frequently face the complex task of allocating capacity among the various users of transportation networks
7 Conclusions The research reported in this paper utilized state of the art freight trip attraction and service trip attraction models to assess the parking needs of freight and service related commercial activities
The models were applied to these two cases to estimate the number of freight and service trips generated in a typical day by commercial establishments and estimated the parking needs for four freight demand management strategies to see the effects on parking needs
Summary
Transportation policy-makers, and traffic engineers frequently face the complex task of allocating capacity among the various users of transportation networks. This capacity allocation process takes different forms. Optimal pricing and optimal capacity allocation is essentially the same problem [1] Another form of capacity allocation is vehicular access restrictions that limit access of some vehicles—frequently large trucks—to congested areas during the peak traffic hours. These types of access restriction initiatives may result in the addition of more trucks to the network, as the delivery still needs to be made to the receiver. The allocation of parking among various user groups, such as passenger and commercial vehicles, is an example
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