Private Parking Research Articles

Machine‐to‐machine communications infrastructure for smart electric vehicle charging in private parking lots

SUMMARYThe great concern about climate change and fossil fuel dependency is strongly encouraging the development and use of electric vehicles. However, the wide adoption of such vehicles is not possible without the deployment of charging infrastructures capable of integrating them into current and future electricity grids. There are many on‐going research efforts and even products that propose different solutions to this problem. Standing out among them is the Spanish research project DOMOCELL, which aims at designing and developing a smart charging infrastructure for private parking lots. In this paper, we present its communications architecture, designed under the guidelines of efficiency, reliability, and scalability. In addition, we describe, supported by some practical use cases and emulations, how user authentication and authorization, as well as accounting and billing of power consumption, are performed even in roaming scenarios. Copyright © 2013 John Wiley & Sons, Ltd.

Explaining transit ridership: What has the evidence shown?

What explains transit ridership? The answer to this simple question is both obvious and complex. Public transit systems carry large shares of person travel in older, larger metropolitan areas around the globe, but in most places, old and new, large and small, transit is losing market share to private vehicles. A host of factors no doubt influence transit ridership, including fares, routing, service frequency, stop/station accessibility, safety, private vehicle ownership levels, population density, land use, parking availability, and cost. But the relative importance of these factors and the ways they influence one another is less well understood. At the same time, the relationships between these factors and transit ridership are central to public policy debates about transportation system investments and the pricing and deployment of transit services. The research explaining transit ridership is surprisingly uneven, spanning a variety of methodological approaches, data sources, and variables that produce, perhaps not surprisingly, somewhat ambiguous, contradictory, and inconsistent results. Yet the factors affecting transit ridership are not simply matters of academic interest. Public investment in transit is waxing in response to the many problems of auto dependence, worsening traffic congestion, rising fuel prices, vehicle emissions, and so on. What can be done to increase patronage and better leverage these investments? To address this question, this paper reviews research on transit use, critiques the sometimes significant weaknesses in much of the previous work on this topic, draws conclusions from the more rigorous studies about which factors most influence transit use, and presents recommendations for future research.

Traffic Equilibrium in a Network Model of Parking and Route Choice, with Search Circuits and Cruising Flows

The paper provides a novel network model of parking and route choice. Supply is represented by parking type, management strategy including the fare, capacity and occupancy rate of parking lot, and network location, in relation to access routes. Demand is addressed in a disaggregate way according to the disposal of private parking facilities and the individual preferences for parking quality of service. Search circuits are explicitly considered on the basis of the success probability to get a slot at a given lot and transition probabilities between lots in case of failure. The basic model variables are the route flows, success probabilities and transition probabilities. These give rise to the cost of a travel route up to a target lot and to the expected cost of search and park from that lot. Each traveller is assumed to make a two stage choice of, first, network route on the basis of the expected overall route costs and, second, local diversion on the basis of a discrete choice model. Traffic equilibrium is defined in a static setting. It is characterized by a mixed problem of variational inequality and fixed point. Equilibrium is shown to exist under mild conditions and a Method of Successive Averages is put forward to solve for it. Lastly, a stylised instance is given to illustrate the effects of insufficient parking capacity on travel costs and network flows.

Station Parking and Transit-Oriented Design

A simple analysis framework is presented to assist transit agencies and station-area communities in making informed planning decisions regarding the highest and best use of parking areas at suburban transit stations. The framework provides the flexibility to tailor values to local settings. The success of high-capacity transit systems depends on well-located and -designed stations. Outside regional commercial business districts, the most favored means of access to transit stations often is a park-and-ride facility. Many suburban station locations have reached full use of limited parking resources, and parking capacity has begun to limit opportunities to increase rail transit ridership. Thus, these major cost transit investments are not fulfilling their full potential as a result of constrained access capacity. Also, many station communities increasingly have been pressuring transit agencies to convert some station patron parking to transit-oriented development (TOD) uses, and some nearby private parking lots have been lost to TOD. Thus, station parking is not only limited but also under pressure for reduction. Little information exists to help transit agencies and local communities understand the highest and best use of limited station site resources. A simple spreadsheet analysis framework is presented to help transit agencies and local communities make informed decisions regarding parking and TOD. This suggested analysis framework focuses on the rail transit ridership implications of parking versus TOD and on the cost of station parking.

The use of conspicuity aids by cyclists and risk of accidents involving other road users: a population based case–control study

BackgroundRegular cycling has been shown to improve health and has a role in tackling obesity and inactivity. Cycle collisions, particularly those involving motorised vehicles, can lead to significant mortality and...

The use of conspicuity aids by cyclists and risk of crashes involving other road users: a protocol for a population based case-control study

BackgroundRegular cycling has been shown to improve health and has a role in tackling the threats posed by obesity and inactivity. Cycle collisions, particularly those involving motorised vehicles, can lead to significant mortality and morbidity and are currently a barrier to wider uptake of cycling. There is evidence that the conspicuity of cyclists is a factor in many injury collisions. Low-cost, easy to use retro-reflective and fluorescent clothing and accessories ('conspicuity aids') are available. Their effectiveness in reducing cycling collisions is unknown. The study is designed to investigate the relationship between the use of conspicuity aids and risk of collision or evasion crashes for utility and commuter cyclists in the UK.Methods/DesignA matched case-control study is proposed. Cases are adult commuter and utility cyclists involved in a crash resulting from a collision or attempted evasion of a collision with another road user recruited at a UK emergency department. Controls are commuter and utility cyclists matched by journey purpose, time and day of travel and geographical area recruited at public and private cycle parking sites. Data on the use of conspicuity aids, crash circumstances, demographics, cycling experience, safety equipment use, journey characteristics and route will be collected using self-completed questionnaires and maps. Conditional logistic regression will be used to calculate adjusted odds ratios and 95% confidence intervals of the risk of a crash when using any item of fluorescent or reflective clothing or equipment.DiscussionThis study will provide information on the effectiveness of conspicuity aids in reducing the risk of injury to cyclists resulting from crashes involving other road users.

Economic analysis of collecting parking fees by a private firm

The purpose of this paper is to show the possibility of a co-existence of public and private parking management systems even when all the parking spaces are owned by the government. This study focuses on the issue of collecting parking fees by a private firm that has been used by some local governments in Taiwan. We assume that the government behaves as a leader and a private firm as a follower in a Stackelberg three-stage game. At stage 1, the government selects its parking space. At stage 2, the government and the firm set their parking fees simultaneously. At the final stage, consumers (drivers) choose the parking lot between the space of the government and that of the firm by considering the full costs, consisting of the parking fee and the searching (with congestion) time cost. The objective of the government is to maximize welfare and that of the firm is to maximize profit. The model is constructed at first and a simulation analysis is then made. The result supports the strategy of adopting the franchise of collecting parking fees if the private firm is more efficient than the government. Moreover, the government may keep fewer parking spaces and release more parking spaces to the firm under the goal of maximizing welfare.

Subsidized Parking and Neighborhood Nuisances: A Supplement

Instead of exogenous price of private parking in Merriman’s (1997) model, this supplement generates a more realistic result with an endogenous price of non-university parking. The spillover effect under a flexible price of private parking would be more serious than that of perfect elastic supply of private parking. In other words, Merriman may underestimate the spillover effect of a subsidized-parking policy.

地方都市中心市街地の駐車場敷地の実態と地権者意識に関する研究(都市計画)

Because of depopulation and decline of central district in the local city, the extensive used lands have been increasing. This research aims to grasp the condition of extnsive used lands at the central district in the local city, we examined the condition of car parkings (764), intention of individual owners and visitor in Ube city. As a result of following points; 1) The narrow parkings lie scattered in the whole area. A lot of them is private parking or contract parking, and is few check parking which visitor uses. 2) Visitor knows check parking, but they don't use them. 3) The old owners are going to hold the lots, As they have no mind to use practically. 4) Some of owners think lots are too narrow for them to practice. It is a necessary to have the systems for applicable to narrow lots.

Development of Parking Choice Models for Special Events

Research was conducted to evaluate parking lot choice in the context of special events. Three major factors—driving time, parking cost, and walking time—are considered as the principal components of utility associated with the choice of a parking lot. The lot choice model is derived by using the logit function, while the joint parking lot destination choice and assignment model is formulated from the concepts of user equilibrium traffic assignment and entropy maximization for trip distribution. Parking lot choices by University of Wisconsin men’s basketball game attendees at the Kohl Center in Madison are used as a case study for model calibration and application. The parameter calibration was conducted both for all lots and for public and private lots separately. Parking lot choice was also analyzed by direction of approach. Two distinct assignment scenarios were evaluated by using the user equilibrium assignment methodology. The impact of the system optimal and minimum-cost assignments on total network costs was evaluated. The parking lot choice model was applied to estimate the impact of opening a new private parking lot to season permit parking.

In Lieu of Required Parking

Some cities allow developers to pay a fee in lieu of providing the parking spaces required by zoning ordinances, and use this revenue to finance public parking spaces to replace the private parking spaces the developers would have provided. This paper presents a survey of in-lieu programs in 46 cities in the United States, Canada, the United Kingdom, South Africa, Germany, and Iceland. These in-lieu programs reduce the cost of development, encourage shared parking, improve urban design, and support historic preservation. The in-lieu fees also reveal that the cost of complying with minimum parking requirements is more than four times the cost of the impact fees that cities levy for all other public purposes combined. The high cost of required parking suggests another promising in-lieu policy: allow developers to reduce parking demand rather than increase the parking supply. Examination of an Eco Pass program in California shows that reducing parking demand can cost far less than increasing the parking supply.

The Social Experimentations on Opening the Private Parking Lots to the Public

The Social Experimentations on Opening the Private Parking Lots to the Public

Parking policies in large cities in Germany

This article deals with highly motorized large West German cities of about 200,000 inhabitants and more, which usually provide reasonable public transport systems. Illegal parking with shares of about 40 to 50% of the total parking is widespread in the parking problem areas of those cities, especially in the inner-city residential and mixed-use areas. Parking spaces are demanded by residents, employees, customers and visitors, and by delivery and service traffic. The different characteristics of parking demands by different user groups are discussed. The total parking supply consists of public and private spaces. The share of private spaces is about 40 to 50% of the total parking spaces in German cities. The amount of car traffic generated by a parking space depends on parking duration and parking turnover, as well as on search traffic. So the change of a space from long-duration use of an employee to short-duration of customers — as often discussed in parking concepts — generates at least five-fold car traffic. The measurements and effects of parking control of public spaces as well as the parking regulations in zoning ordinances, restrictions on the construction of new private parking spaces and park-and-ride are discussed. Finally, a parking concept methodology — using the example of Frankfurt am Main — is discussed.

The Environmental Advisory Service (EASe): A Decision Support System for Comprehensive Screening of Local Land-Use Development Proposals and Comparative Evaluation of Proposed Land-Use Plans

The Environmental Advisory Service (EASe) is a decision support system which can provide assistance to local planning agencies in selecting land-development alternatives or in formulating land-use plans. EASe offers a comprehensive and consistent procedure for rating either a development proposal or a proposed plan. This procedure is based upon qualitative assessments of the impact of developments or plans on the natural environment, zoning and land use, public and private services, transportation and parking, the local economy, aesthetics and urban design, and public perception. To assist in the rating process, EASe provides guidance in seeking information needed for qualitative impact assessment. In addition, EASe establishes a framework for the disposition of proposed plans or development proposals, based upon their respective ratings. In this paper are described the design, development, and microcomputer implementation of EASe.

Traffic Restraint as a Transport Planning Policy 3: The Effects on Different Users

Models used to simulate traffic flow and travel demand normally represent traveller behaviour by a single, averaged, group responding to cost, time, and distance changes. For systematic traffic-management measures, such as those of traffic restraint, it is desirable to examine shifts of benefits and costs between different groups of travellers. This requires equilibrium models of two or more types of traveller, each of which responds differently to charges or to travel-time changes. An appropriate technique has been developed to deal with this question, and results are presented in terms of two situations where benefit and cost transfers could arise: The effect of private parking places, and the differential impacts of road pricing.

Détroit. Terminal del aeropuerto metropolitano

This new terminal building, whose ground area is 61 by 91 ms, has been designed with the intention of enlarging it later, both in height and extension. At present it has three floors, a partial basement, and an intermediate floor level between the second and third floor. The luggage departments are on the ground floor, also the mechanical equipment, and the kitchens. Passengers arriving enter along a special tunnel to the ground floor level of the Terminal. The second floor includes: main entrance hall, ticket hall, the offices of the air transport companies, coffee bar, self-service restaurant, and the cafeteria, which extends along the western side of the building and provides a view of the arrival and departure of aircraft. The intermediate floor level accommodates the dining hall and space for relaxation. The third storey includes 36 rooms, and hotel service for transit passengers, air crews, etc. Administrative offices and committee rooms are also located in the third storey. Access to the building is along two roadways, which run along the eastern side, one leading to the first floor, and the other to the second. There is a parking place with room for 1,450 cars as well as a private parking space for 300 staff cars.