Methods and Tools For Parking Space Planning

Gesellschaft fr Innovative VerkehrsTechnologien mbH
Methods and tools for Parking space planning and parking space management
Study within the framework of the EU project City Parking in Europe INTERREG IIIC
Short version
Methods and tools for parking space planning and parking space management Short version
Study within the framework of the EU project City Parking in Europe INTERREG IIIC
Customer
Humboldt-University in Berlin, Department of Geography 10099 Berlin
Processed by
Dipl.-Ing., Dipl.-Wirtsch.-Ing. I. Kosarev Dr.-Ing. habil. I. Irmscher Ms K. Stens
Created by
GIVT mbH Pasedagplatz 3 -4 D -13088 Berlin Phone: +49 30 47 49 98-0 Fax: +49 30 47 49 98-49 E-mail: verkehr@givt.de
Dr. Ilja Irmscher Managing director
Methods and tools for parking space planning and parking space management Study within the framework of the project City Parking in Europe INTERREG IIIC
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List of contents
Page 1 2 3 4 4.1 4.2 4.3 4.4 5 5.1 5.2 5.2.1 5.2.2 5.2.3 5.2.3.1 5.2.3.2 5.2.3.3 5.2.3.4 5.2.4 5.2.4.1 5.2.4.2 5.2.4.3 5.2.5 5.2.6 5.2.7 5.2.8 5.2.9 6 6.1 6.2 6.2.1 6.2.2 6.2.3 6.2.4 6.3 6.4 6.5 6.6 7 7.1 7.2 8 Tasks and objectives ....................................................................... Definitions ................................................................................................ Parking as an issue of town and traffic planning ................................. Characteristic values and interactions in parking space planning .... Municipal parking space design and property planning .. Demand groups ......................................................................................... Size of town ............................................................................................... Types of areas .......................................................................................... Parking space concepts ......................................................................... Parking space concepts as part of the urban and traffic development plans . Creation of parking space concepts .......................................................... Parking space target concepts . Space structural analyses ......................................................................... Surveys regarding mobility behaviour ....................................................... Surveys conducted among car drivers ... Surveys of passers-by ............................................................................... Surveys of the retailers and businesspeople .............................. Surveys among residents .... Parking space balance in stock ......................................................... Parking space offer ................................................................................... Parking space demand ............................................................................. Parking duration distribution and turnover frequency ................................ Parking space balance forecast ................................................................ Preparation of a parking space concept .................................................... Efficiency analysis of the parking space concepts ... Feasibility analysis and financing concept ........................... Accompanying measures .......................................................................... Parking space management ................................................................... Aims of parking space management ......................................................... Typical management forms in Germany ..................................... Parking duration limitation ......................................................................... Parking for a fee ........................................................................................ Residents parking ..................................................................................... Loading zones ........................................................................................... Management times ............................................................................. Amount of fees .......................................................................................... Monitoring .............................................................................................. Order and implementation of parking space management measures Planning of parking systems (property planning) ............................... Legal bases .................................................................................... Dimensioning ..................................................................................... Norms, directives, recommendations ................................................... 4 5 6 7 7 7 8 8 10 10 12 12 12 13 13 14 14 15 15 17 18 21 21 22 24 25 25 26 26 27 29 29 30 31 32 33 34 35 37 37 40 42
Methods and tools for parking space planning and parking space management Study within the framework of the project City Parking in Europe INTERREG IIIC Page 3
1 Tasks and objectives of the study This study was produced within the framework of the INTERREG IIIC project City Parking in Europe and represents an overview of the actual methods and tools of parking space planning and parking space management in Germany. It specifically treats the objectives, effects, fields of application and forms of application as well as the concrete implementation of parking space concepts in Germany.
European cities of various sizes from various countries are participating in the project. Various national and regional social-political ideas, basic legal conditions, traffic planning and urban development objectives justify differentiated methods and concepts of parking space planning and provision. Based on the example of Germany the study is to serve as a guideline for the systematic description of the principle approaches and structures of the parking space policies in the respective cities. It should also form the basis for analyses of requirements and possibilities of a harmonisation of norms and regulations in the European zone regarding the issue of parking.
2 Definitions In order to guarantee a uniform perspective, some basic terms will be defined below, which form the contextual focus of the study. Parking space planning covers all planning activities which contribute to the provision of a quantity of parking space seen as useful at the right location and in a suitable operating form. Parking space management covers all measures for optimising the provision of parking space. It includes
- the provision of the necessary parking space offer and its efficient use, e.g. for securing the residential function and the accessibility in trade and commerce, - the management of the parking space offer,
- the control and guidance of parking space demand, in terms of time and space, through information and guidance systems, e.g. for the effective utilisation of traffic infrastructure and to release the burden on sensitive areas in urban development.
Parking space concepts are the planning basis of parking space management. They represent catalogues of measures which are prepared by the municipal authorities and decided by politicians.
3 Parking as an issue of town and traffic planning In the middle of the 80s competition increased between parking traffic and the growing need for sales, exhibition and storage areas, green areas and areas for leisure, for representation, among others. The changed social environmental awareness, the increasing environmental pollution through noise and exhaust gases in highly urbanised areas and the worse financial position of many municipal authorities have led to the fact that parking transformed from being an issue of building regulations with the prime aim to produce parking spaces to an issue for town and traffic planning with increasing consideration of traffic and other urban aspects. With parking space concepts many municipal authorities have begun not to satisfy the increasing demand with the new construction of more and more parking systems, but to develop the parking space offers under the aspect of urban development compatibility. This affected in particular the core areas of inner cities. It was recognised that through the manner of parking space provision, it was possible to a large extent to influence the choice of destination and means of transport, the quality of the traffic flow and partly even the individual use of surface areas. Therefore, the distinction between general parking demand and the need for qualified demand has asserted itself in municipal planning practice. Described as qualified demand is all traffic which is indispensable for the urban functions of the inner cities. Such demand groups are given preference in the majority of parking space concepts with management character.
4 4.1
Characteristic values and interactions in parking space planning Municipal parking space design and property planning Parking space planning covers all planning activities, which contribute to the provision of a quantity of parking space seen as useful at the right location and in a suitable operating form. Parking space concepts are to be created by the municipal authorities which, in the form of catalogues of measures, represent the implementation of various planning and management tools for a town district or total town level. Property planning is understood as planning of concrete parking systems or parking buildings and as a rule refers to one location. Public parking systems are taken into account in the respective parking space concepts.
4.2
Demand groups
Municipal parking space planning has to create a balance of interests between the claims of various demand groups:
- Residents, - Employees, apprentices, students and pupils, - Customers, - Visitors and guests, - Service providers and suppliers. Residents look for parking space in the direct vicinity of their apartment. Employees, apprentices, students and pupils demand parking space for the duration of the presence at the workplace or training centre, as a rule during the day. Customers demand parking space during business hours, whereby parking duration can vary considerably.
Visitors and guests can cause a highly varied demand for parking space. It depends on whether it concerns e. g. private visitors, event visitors, visitors of leisure facilities or guests. Service providers in the health system, trade and crafts or insurance industry require parking spaces in the direct vicinity of the destination.
Suppliers require areas in the direct vicinity of the destination for delivering and loading which, as a rule, are only used for a short period of time.
4.3 Size of town Large cities or high level centres have, as a rule, a good to very good offer of public transport means. City centre areas and commercial areas near the city centre feature a large variety of use with a broad range of goods and services. Long distances on foot appear reasonable between the parking spaces and the destinations. The significance of the parking space offer for accessibility is to be put into proportion compared with the local public transport quality. In medium-sized towns one can assume a low offer of public transport. The provision of parking space is co-determined by the competition to other centres. In small towns or low level centres the parking spaces are expected in the direct vicinity of the destinations.
4.4
Types of area
The distinction according to types of area takes into account the various expectations of the demand groups, the various aims of parking space planning and the various parking space offers.
Tab. 1: Generation of parking space requirements through use and demand groups Demand groups
Employees, apprentice Inhabitants Customers Students, pupils Type of area Typical use Suppliers x x x x x x x x x x x x x x x x x x x x x x x Service providers x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x x
Visitors x x x x
Apartments x Offices x x Shopping centres x x Facilities for common City centre areas x x needs Hotels and restaurants x Cultural facilities x Leisure facilities x Apartments x Offices x x Industrial estates x x Shopping centres x x Old building areas Facilities for common near city centre x needs Hotels and restaurants x Cultural facilities x Leisure facilities x Apartments x Shopping centres x x pure Facilities for common x x needs Leisure facilities x Apartments x Residential areas Offices x x Industrial estates x x general Shopping centres x x Facilities for common x x needs Leisure facilities x Offices x x Commercial and Business enterprises x x industrial estates Shopping centres x x Apartments x Business enterprises x x Shopping centres x x Village areas Facilities for common x x needs Restaurants x Leisure facilities x Shopping centres x x Recreation areas Cultural facilities x Leisure facilities x x: Use generally generates parking space requirement through demand group ...
Guests
5 Parking space concepts A parking space concept is produced as a result of the conceptual creation of a catalogue of measures for parking space provision. - Structure, - Spatial distribution, - Scope and - Control of the parking space offer are stipulated in the parking space concept.
As the sub-system parking is a part of the overall system town, the urban and environmental compatibility is also to be guaranteed through the parking space concept besides the efficiency of parking.
5.1
Parking space concepts as part of the urban and traffic development plans
The parking space offer is always in competition for space with the traffic uses of the roadside environment, such as pedestrian traffic, cycling traffic, local public transport and business traffic and it competes under urban development aspects with area claims for buildings, for undeveloped space, green areas and not least with the design quality in the public area.
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Fig. 1: Interactions
By observing these interactions both the parking space offer as well as the parking space demand can be designed in a manner compatible for the town and environment.
The strategic objectives for parking space planning are defined in this context. At present, the following parking space strategies are preferred for the inner cities of high-level centres in terms of parking space policies in Germany: - Arrangement, dimensioning and development of parking space, which is compatible for urban development, for securing the residential function and the accessibility in trade and commerce, - Management of the parking space offer - Control of the parking space demand through information and guidance systems,
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5.2
Creation of parking space concepts
Parking space concepts are developed strategically. They are not a static planning work, but are subject to continuous updating. The typical planning steps in the creation of parking space concepts in Germany are described below.
5.2.1 Parking space target concepts When preparing the urban and traffic development plans the objectives and assumptions of an urban development and traffic kind, which have priority, are defined for the concept to be created with reference to demand groups and design in terms of space and time. The principles of the parking space concept are defined in this case with regard to the intended accessibility and the quality of space for residences and to spend time and roadside environment.
5.2.2 Space structural analyses The aim of the space structural analysis is to describe the mobility potentials and needs of the individual demand groups and as far as possible award these empirical features. The area is described on a small scale according to various criteria. Both secondary sources as well as field surveys are used for this purpose.
- Land use distribution: Residential, work, shopping, leisure; - Social-demographic features: Residents, professional and training commuters, customers and visitors - Mobility data: Registered vehicles, modal-split including use of local public transport,
- Traffic infrastructure Methods and tools for parking space planning and parking space management Study within the framework of the project City Parking in Europe INTERREG IIIC Page 12
Road and local public transport network
- Basic conditions under planning law Insofar as available certain key figures from traffic simulation models are used on the level of sub-traffic cells.
5.2.3 Surveys regarding mobility behaviour The space structural analyses can be supplemented through special surveys on the mobility behaviour in writing or in the form of interviews such as e. g.: - Household surveys, - Surveys of passers-by, - Trade surveys, - MIV user surveys. Various types of knowledge can be gained through the surveys in the phase of the actual analysis.
Cross-section evaluations of surveys form a factual basis for conveying management measures with the persons concerned.
5.2.3.1. Surveys conducted among car drivers The car drivers are, as a rule, interviewed at random when completing the parking event (getting into the car) on relevant parking systems, among others about
- Place of origin, - Purpose of parking, - Destination, - Distance of the parking place to the destination, - Parking duration, Methods and tools for parking space planning and parking space management Study within the framework of the project City Parking in Europe INTERREG IIIC Page 13
- Time spent looking for a parking space, etc.
Questions can also be asked about subjective perception of the parking space situation and the assessment of the inner city such as e. g. car accessibility, quality of stay, design and development of the inner city. The questions aim at the quantification of the share of external visitors to the total traffic volume and their feelings and expectations from the inner city.
5.2.3.2 Surveys of passers-by Surveys of passers-by are conducted with the aim of quantifying the persons demanding in the inner city in particular according to purposes of the visit (shoppers, residents, through traffic, employed persons, etc.) and choice of transport means (car, local public transport, bicycle, on foot). According to this, priorities can be derived with the expansion of the necessary infrastructure for the accessibility of the inner city.
5.2.3.3 Surveys of the retailers and business people These are the people from the circle of persons concerned who, as seen by experience, express themselves most strongly in case of a restrictive parking regulation. Therefore, it is important to include them in the decision-making process at a very early stage in advance and during the creation of a parking space concept. The prime aim of the surveys of local retailers and business people is to identify the estimates and expectations of the business people in particular regarding car accessibility of the inner city.
5.2.3.4 Surveys among residents Surveys of residents are conducted with the aim, on the one hand, to determine their requirements for parking space and on the other hand find out their attitude towards quality of stay, design and development of the inner city.
5.2.4 Parking space balance in stock When creating the parking space balance the available parking space is compared with the existing parking space demand. A parking space balance does not just represent a setting off of offer and demand and does not just list road parking spaces which cease to exist in order to for example justify multi-storey car parks or other systems, but describes at the same time the town and traffic compatibility of the individual systems. It is necessary to proceed step by step according to demand groups. Thus, e. g. the parking space requirements for residents must also be compared with the parking space offer usable for residents. This should e.g. not include any parking space for short-term parking, as residents as a rule are dependent on being able to park their vehicle for a longer period of time. Further, the balancing must proceed according to intervals as the type of parking space offer existing in a surveyed area may change over the course of the day. If e.g. the individual types of use of a structural system allow it or if parking spaces are only partly reserved for a certain demand group, thus the parking space offer can be used better or extended through alternating provision of parking places. Before a balance is carried out it is as a rule necessary to examine whether the surveyed current parking space offer will still exist in this form at the forecast time. If applicable, a parking space offer is to be estimated for the balancing, in which already known changes, e.g. non-availability of parking spaces through development or parking buildings completed in the meantime are taken into account.
If one superimposes the parking space deficits or surpluses of the individual demand groups one receives the total deficit or the total surplus in the planning region. The offer to be made available in the future must not correspond with the calculated future requirements. It can if wanted in terms of traffic policies be smaller or larger. A desired parking space requirement can be stipulated for the discussion on traffic policies on the other hand in various scenarios and the necessary traffic behaviour determined and assessed. Based on this, a secure decision can be made in specialist terms about location, type and extent of a future parking space offer and first ideas developed for management and spatial distribution of the parking space offer. Methods and tools for parking space planning and parking space management Study within the framework of the project City Parking in Europe INTERREG IIIC Page 15
This way surveys can also be created for the parking space target - or source traffic. It can e. g. be examined whether the development road network can cope with this traffic volume. If not one measure can exist in reducing the future parking space offer, e. g. by improving the service and development of an area with public transport means with simultaneous restrictive measures for motorised individual traffic.
After analysing the scenarios the future parking space offer can be stipulated differentiated: - From the location of the occurrence of parking space deficits or surpluses it is possible to name sub-areas, in which parking space of a certain kind should be created or can be reduced. - From the parking space deficits or surpluses of the individual demand groups it can be derived which type of parking space with which management form is missing or is available too much. - Quantity, type and location of the parking space to be created or reduced can be stipulated from the balancing according to intervals and adjusted to the time of day.
Thus, a number structure exists which makes it possible, to stipulate both the number of parking spaces to be provided as well as their management form.
5.2.4.1 Parking space offer A distinction is made between the following types of parking space when determining the parking space offer:
- Non-managed parking places in the roadside environment and on car parks. - Managed parking places in the roadside environment and on car parks, - with user dedication, - with limitation of parking duration free of charge, - with limitation of parking duration for a fee or Methods and tools for parking space planning and parking space management Study within the framework of the project City Parking in Europe INTERREG IIIC Page 16
- without limitation of parking duration for a fee. - Parking places in multi-storey car parks and underground car parks, - accessible to the public, - for occasional parkers, - for rental parkers and - not accessible to the public. - Private parking spaces on car parks, - accessible to the public and - not accessible to the public. If detailed information is not available regarding the parking space offer, as a rule it will be necessary to inspect the surveyed area. The maximum parking duration, the amount of parking fees and the number of illegal parkers are to be recorded in the roadside environment and on car parks. The differentiation according to parking places for rental parkers in systems for resting traffic will have to be asked at the operators. Estimates will be made for private parking spaces not accessible to the public for reasons of accessibility in the first place based on secondary analyses (evaluation of building application documents, etc. among others) and to a lesser extent recorded on site through primary surveys.
In addition, further important elements of traffic infrastructure such as local public transport stops, bus lanes, etc. are recorded, which influence the external and internal accessibility of a district and in the end are to be taken into account when implementing parking space management measures.
The parking space offer is recorded and mapped in tables.
Fig. 2: Mapping of the parking space offer
5.2.4.2 Parking space demand In the whole surveyed area surveys are conducted at peak demand times during the day and night regarding the parking space occupation of the public and (insofar as accessible) the private parking areas. The parked vehicles are registered exactly for the parking space and shown as a percentage as absolute occupation in number of cars or as utilization of the available capacities. Illegally parked vehicles are also recorded areabased as they are objectively to be attributed to the real parking requirements. The parking space demand is presented in tables and in site plans as absolute values (parked car) and as utilization shares (in percentage of the legal parking space offer). The critical areas with a utilization of more than 90% are deposited separately in colour in site plans.
Fig. 3: Mapping of the parking space utilization (parking space utilization, workdays, 11.00am) Problem areas are described in quantitative terms and the outer limitation of the area to be managed carried out based on the evaluation of the day and weekly time-variation curves of the occupation. As seen by experience there is utilization of more than 80 to 85% at peak demand times in areas with a potential regulation requirement.
100 Auslastungsgrad [%] 80 60 40 20 0 7.00 9.00 11.00 13.00 15.00 17.00 19.00 Kurzparken Tagesparken Anwohnerparken Freies Parken Gesamt
Fig. 4: Utilization of the various parking spaces over the course of the day (day timevariation curve) Methods and tools for parking space planning and parking space management Study within the framework of the project City Parking in Europe INTERREG IIIC Page 19
The surveys regarding the frequency of use of the existing parking places are conducted alternatively according to two methods depending on the location specific features:
- Video survey - Manual survey In the video survey the area is driven around several times and the parking space occupation recorded on video. The surveys take place according to the recommendations for traffic surveys (EVE) principally during the period of time from 5.00am to 9.00pm (depending on the requirements also longer) at 1-hour intervals. Through the recording at 5.00am it is possible to determine the local resident requirements, which is overlapped in the evening through visitor traffic.
Fig. 5: Recordings with video monitoring
The manual survey is carried out based on standardised forms through counting personnel (as a rule pupils or students) within the framework of area inspections at 1-hour intervals. The manual method is preferably used in road areas, which owing to the traffic circumstances cannot be driven or not effectively enough with a video vehicle.
5.2.4.3
Parking duration distribution and turnover frequency
For those areas, in which parking purpose overlaps apparently ensure high parking pressure, further surveys will be conducted for the parking duration distribution and turnover frequency. In case of differentiated parking purpose overlaps and thus associated parking competition, parking duration surveys provide knowledge about the parking purposes and the prevailing user groups. Different management tools provide the results depending on the demand constellation. If e. g. residents, customers and visitors compete with each other, a management according to the mixed principle is useful. If, on the other hand, professional (and training) commuters block the parking spaces for the residents in the peak demand times, sections are to be designated as parking areas for residents (by observing the valid legislation regarding resident parking).
Average parking duration distribution in the surveyed area
Parking duration distribution at selected traffic focus points (street of houses or parking system)
Fig. 6: Diagram presentation of the parking duration distribution
5.2.5 Parking space balance forecast A parking balance realistic for the implementation horizon of the parking space concept is prepared based on the current parking space situation and taking into account surface area developments relevant for planning and thus associated changes to the parking space demand and the parking space offer. This also includes general development trends in the overall town context.
5.2.6 Preparation of a parking space concept The number of possible, however also necessary, parking possibilities is to a large extent dependent on the type of area: its location, use mixture and use intensity, building form and roadside environments. In particular the inner cities and the residential and mixed areas near the centre are problematic.
The parking space concept is prepared three-dimensional and covers the following part concepts:
Spatial concept (parking area-based delimitation): - Resident parking, - Parking with mixed use for a fee, - Delivery zones, - Other parking areas, among others. Time concept (parking area-based delimitation):
- Management time over the course of the day, - Management time over the course of the week Fee concept
Graduated fee concept according to the following principles: The amount of the fee is stipulated in the parking fee regulation of Berlin and is differentiated as follows according to the local circumstances:
a) Low fee In areas with high use density and typical mixed parking of residents, commuters, customers, suppliers, visitors and business people
b) Average fee In central locations with high parking space demand of residents, commuters, customers, suppliers, tourists and business people and good development with public transport means c) High fee In central commercial areas with especially high parking space demand of residents, commuters, customers, suppliers, tourists and business people and good development with public transport means The concepts are presented in site plans. At the same time by taking into account the route relations and the maximum distances to be observed a concept is created for the location distribution of the necessary parking machines.
Fig. 7: Parking space management concept
5.2.7 Efficiency analysis of the parking space concepts The effects are analysed for the recommended parking space concept and if applicable recommendations / measures designed for intercepting unwanted developments: Demand and utilization in the managed area after introduction of the management (serves to assess the traffic effects and the assessment of economic aspects, in particular for forecast of income) Crowding out of demand neighbouring non-managed areas.
5.2.8 Feasibility analysis and financing concept In the run-up to the implementation of a parking space management concept the expected income is compared with the expected expenses. The expected income is composed of: Parking fees, Administration fees for resident parking ID cards and exceptional permits and Warning and administrative fines. As a rule the highest amount of income is derived from the parking fees. Their calculation include: the duration of management, the number of managed parking spaces, their expected average utilization and the share of parking vehicles with parking ticket.
The costs are composed of: Investment costs (procurement and installation of parking machines and traffic signs and if applicable their removal), Operating costs (service, maintenance, if applicable replacement of the traffic signs and facilities, regular emptying of the parking ticket machines) and Monitoring costs for the control of parking traffic in the parking space management areas.
5.2.9 Accompanying measures The introduction of parking space management measures effects as a rule a migration from (parking space) demand or in a favourable case a change to alternative feeder traffic means. This produces under certain circumstances leeway for further uses in the roadside environment such as e.g. the arrangement of bicycle parking systems, car-sharing parking spaces, information stands among others. Further possibilities for improving the accessibility, the relations on foot, the safety and the easy flow of the traffic are imbedded in the parking space concept. The public is specifically included in the planning and implementation process at an early stage through information events in order to achieve a corresponding high level of acceptance for the measures.
6 Parking space management Parking space management always starts where the balance between parking space offer and parking space demand is not equal and no extension of parking spaces is possible or desired. A surplus demand exists in many inner city road areas, where the parking space demand is influenced through parking space management in order to produce an equal balance. No additional parking space offer is created through the parking space management, the existing space is however used more efficiently.
6.1 Aims of parking space management P space management is as a rule introduced in order to make it easier for the residents to find a parking space in acceptable distance on foot to the apartment. The intended reduction of the average parking duration also leads to a higher turnover frequency so that customers and visitors of the managed area also find a free parking space easier.
The aim of parking space management is that parking pressure is reduced and the traffic searching for parking spaces is reduced on the roads concerned through the rise in parking space probability.
The following aims are mainly pursued with parking space management in Germany: 1 Improvement of the parking space availability for residents of densely populated inner city residential areas:
2 Facilitation of the accessibility by car for suppliers and customers 3 Reduction of the car destination traffic of professional and training commuters
6.2 Typical management forms in Germany The following management forms are mainly applied in Germany: - Parking duration limitation without charging fees (Parking disc) - Charging of fees with or without parking duration limitation with or without resident parking - Resident parking.
Tab. 4: Typical management forms in Germany

Demand characteristics
Areas with high use density, parking pressure and competition between user groups (e.g. residents and employees)
Management form Short Parking regulation description

Mixed parking - Parking machine - 1.00 2.00 /h - Mo-Fr 9am-8pm, Sa 9am- 6pm - Free for residents with parking ID card
Typical implications
- Relocation of professional commuters - Lower parking pressure - Increased parking chances for residents and short-term parkers - Reduced parking space search traffic - Relocation of professional commuters - Lower parking pressure - Increased parking chances for residents and short-term parkers - Reduced parking space search traffic - Relocation of professional commuters - Lower parking pressure - Increased parking chances for residents and short-term parkers - Reduced parking space search traffic - Relocation of professional commuters - Lower parking pressure - Increased parking chances for residents and short-term parkers - Reduced parking search traffic Employee parking of the gastronomy and leisure facilities is relocated - Relocation of professional commuters and residents (during the day) - Lower parking pressure - Increased parking chances for customers - Reduced parking space search traffic - Improved conditions for delivery traffic - Relocation of professional commuters - Increased parking chances for residents
Areas in central locations, with high parking pressure, strong competition between user groups (e.g. residents, employees, customers) and good local public transport development
- Parking machine - 1.00 3.00 /h - Mo-Fr 9am-8pm, Sa 9am-6pm - Free for residents with parking ID card
Central business areas with especially high parking pressure, especially strong competition between user groups (e.g. residents, employees, customers, tourists) and excellent local public transport development Afore-mentioned areas with large share of gastronomy / leisure use Mixed parking
- Parking machine - 2.00 3.00 /h - Mo-Fr 9am-8pm, Sa 9am-6pm - Free for residents with parking ID card
- Parking machine - 0.25 / 0.50 / 0.75 Every 15min - daily 9am-10/12pm - Free for residents with parking ID card
Marked retail use
Short-term parking (with loading zone)
- Parking machine - 1.00 3.00 /h - Maximum parking 2 hours - Mo-Fr 9am-8pm Sa 9am-6pm
Condensed residential use with adjacent workplace concentrations or with adjacent visitor-intensive uses
Resident parking
- Restricted ban on stopping - Time of validity depending on the uses - Free for residents with parking ID card
6.2.1 Parking duration limitation The parking duration limitation without charging fees is applied more localized at locations with marked retail use. This increases the parking chances for customers. The low investment costs are opposed to a sophisticated monitoring, which cannot be financed from fee income.
The parking duration limitation is carried out by means of park discs (Road Traffic Regulations - StVO, sign 291). Owing to the placing regulation there are parking permits up to one hour in the lower area of use in terms of time.
6.2.2 Parking for a fee Two forms of parking for a fee are used in Germany.
Parking for a fee either with a valid parking ticket or with residents parking ID card is called Mixed principle, mixed parking or owing to the consistent application in Berlin also Berlin Model. With this management form parking is principally allowed on all parking places in the parking space management areas either with a valid parking ticket or with residents parking ID card. The spaces are marked as parking space and supplementary sign with parking ticket or residents parking ID card for Zone .... Experience with this management in Germany proves an optimum utilization of the existing parking space. This form of application also allows parking for non-residents with parking ticket in the border areas which mainly serve residential use outside of the business centres. Long-term parking is not principally excluded either, however its demand is as seen by the experience in Berlin effectively limited through the incurred parking fees.
The parking spaces for a fee are only reserved for short-term parking in many towns and cities. They are managed according to the so-called. separation principle. As a rule the parking duration is limited here. Residents are not released from the obligation to pay on such parking spaces.
Since the amendment of the road traffic law and the road traffic regulations at the beginning of 2004 free parking can be permitted for the first half an hour on managed parking space either generally or in certain areas. This takes place in sections of roads with specific retail structure with the aim of guaranteeing possibilities for use for corresponding quick shopping such as newspapers, bread rolls [Brtchen], etc. Nevertheless a parking ticket must be obtained from the parking machine so-called Brtchen button. This should enable the necessary flexibility when using the existing parking space through as far as possible large number of road users. The prime aim is to increase the parking space turnover at parking machines through the limited free parking. However, at present there are no significant statements with regard to the actual implications of this measure. Therefore, only a very few municipal authorities have so far made use of this regulation.
6.2.3 Residents parking The parking space situation for residents is taken into account through the arrangement of areas which are subject to fees according to the mixed principle (cf. Point 6.2.2) or of pure residents parking zones.
In pure residents parking areas the parking space is reserved completely or for a limited time for residents of town districts with substantial deficit of parking space. Only vehicles with a residents parking ID card may be parked in such areas. According to the amendment to the road traffic regulations of 1 January 2002 pure residents parking areas may not exceed an area of 1,000 m. The share of the parking spaces reserved for the residents in these areas is to remain limited to 50 % (workdays 9am-6pm) or 75 % (during the remaining period of time). The residents can apply for a residents parking ID card. According to the applicable regulations a resident is only a person who actually lives in the parking zone concerned and is registered there with the authorities. A secondary apartment is sufficient if the resident actually lives in the parking zone concerned. A person on the other hand who lives directly outside of the residents parking zone is not entitled to a residents parking ID card.
Only one residents parking ID card is issued for one vehicle per resident, if he/she is either its registered owner or this is permanently used by him as proven. Several licence numbers can only be entered in the parking card or alternating licence numbers is entered in justified individual cases. If the resident is a member of a Car Sharing Organisation, its name will be entered in the licence field of the parking card. In this case it is necessary to have a clear marking of this vehicle, which shows that the vehicle belongs to the Car Sharing Organisation (writing, sticker). The issuing of residents parking ID cards is subject to a fee. The current fees for residents parking ID cards in Berlin are 30.70 for one year validity and 51.10 for two years (Status: 2005). Incidentally, a release from the obligation to pay parking fees is only possible through a special permit. Possible special permits refer e.g. to
- local shops, businesses, practices and facilities, - accommodation companies and private visitors, - companies and business people from outside of the areas. The issuing of special permits is subject to a fee (Status 2005: 90.00 for one year and 130.00 for two years validity).
6.2.4 Loading zones In order to satisfy area-specific features loading zones are set-up through sign 286 of the road traffic regulations (limited stopping) or sign 283 (no parking) with the supplement loading and unloading, getting in and out of the car allowed in order to guarantee the accessibility for delivery vehicles. These can be limited in time or ordered for certain user and vehicle groups. The following table gives an overview of customary management forms for frequent demand characteristics with typical implications. Methods and tools for parking space planning and parking space management Study within the framework of the project City Parking in Europe INTERREG IIIC Page 31
6.3 Management times The usual management times generally applicable in Germany are oriented to the shop opening hours. As according to the law governing shop opening hours there was to a large extent a uniform regulation, management was usually carried out on the following days:
- Monday to Friday - Saturday - Advent Saturdays
9am-7pm, 9am-2pm and 9am-7pm.
There is generally rarely management on a Sunday, because as a rule there is no parking pressure from professional traffic in competition with the other demand purposes. In areas with a high share of gastronomy and leisure and tourist traffic however the spaces are managed every day until 12pm (midnight).
With the already existing liberalisation of the opening hours (workdays until 8pm and on a Saturday until 6pm) and the hand-over of the responsibility for the law governing opening hours from the federal government to the states one can expect further reduction in or the full revocation of the restriction on opening hours on workdays which on the other hand would mean an adjustment to the management times. The previous customary separate regulation for the Saturdays during Advent will cease to apply. The aim is to achieve the application of uniform management times in the individual towns or areas in order to avoid irritation for car drivers.
6.4
Amount of fees
The admissible fees for parking space in the roadside environment are regulated in the municipal parking fee regulations. No other fees are permitted apart from those determined by the parking fee regulations. Accordingly, e. g. fees can be charged in Berlin depending on the type of area, demand and development with public transport means in the amount of 0.25, 0.50 or 0.75 for each part of 15 min. It principally applies that the amount of the fees is fixed higher, the more the parking pressure and the competition between various user groups (residents, customers, employees, etc.). The maximum rate applied accordingly in central business areas with particularly high demand and competition for use.
There are no characteristic differences with reference to the various sizes of towns. The amount of fees in the roadside environment is of moderate dimensions nationwide of mainly 0.50 3.00 /h and, apart from some towns with low, non-graduated fees, is charged in the majority of cases within the framework of graduated tariff concepts, which are coordinated differentiated to existing demand or urban development use situation. The average amount of fees in the roadside environment is approx. 1.00 /h. The maximum rates from 2.00 3.00 /h are exclusively demanded in large cities such as in the top locations of Berlin and Munich. The discussion regarding the issue of parking and fees in the inner cities is currently being conducted nationwide with different intentions. Besides towns, which are extending their managed areas which are subject to fees, there a host of municipal authorities, who are discussing and have partly implemented a reduction in the parking fees. Corresponding approaches are mostly justified with the aim of improving the competitiveness of the inner city retail trade compared with the so-called green field and other inner cities in the direct catchment area.
6.5
Monitoring
The success of the parking space management measures is essentially dependent on the observance of regulations by the drivers. Based on previous experience this presumes an intensive and regular monitoring of the parking traffic. The necessary monitoring work is therefore to be taken into account in the phase of the concept creation already.
In Germany the monitoring of parking traffic is in the first place the responsibility of the municipal regulatory authorities. However, the police are responsible for prosecuting the violations with their administrative fine authority.
The work for monitoring the managed areas determines to a large extent the operating costs of the parking space management measures. Therefore, it is especially important to determine this in the conceptual phase already. The calculation of the necessary monitoring capacity presumes, in addition to the knowledge of the scope of the area, the number of parking spaces to be monitored and the length of the route to be monitored, also the details of the monitoring period, the daily monitoring time and the monitoring cycle. As a rule, a cycle of two hours is seen as useful in Germany. The controls are principally carried out to cover the full areas, therefore including areas with no parking signs in order to avoid crowding out effects.
6.6
Order and implementation of parking space management measures
As a rule, following the amendment of the road traffic act at the beginning of 2004 the municipal authorities are responsible for all aspects of parking space management: - the planning of the management areas,
- the stipulation of the amount of fees according to parking fee regulations (ParkGebO), - the ordering of measures according to road traffic law,
- the issuing of parking ID cards and - the tracking of traffic violations with parking traffic. In the implementation of the measures the municipal authorities as road construction funding bodies mainly use the services of private companies for reasons of personnel capacities. These operate based on a bid invitation and a corresponding contractual agreement by order of the road construction funding bodies.
The legal obligation for implementing the orders by the road traffic authorities and the obligation for securing traffic remain however with the road construction funding bodies and cannot be transferred to the commissioned companies with external effect. For legal grounds the municipal authority must also remain creditor for the fees. The companies will however also empty the parking machines by order of and on behalf of the authority.
Based on the experience with parking space management commissioning private companies has proven useful and cost effective in Germany. The services of the commissioned company cover for example the following activities:
- Procurement and installation of the parking machines and if applicable in individual case the parking meters, - Procurement, mounting and if applicable removal of traffic signs and other traffic facilities according to the orders by road traffic authorities, Methods and tools for parking space planning and parking space management Study within the framework of the project City Parking in Europe INTERREG IIIC Page 35
- Maintenance of the traffic signs and facilities (service, repair and if applicable replacement), - Collection of the parking fees including a detailed collection proof, a statistical evaluation and timely remittance to the authority,
- Public relations work, - Observance of the provisions under data protection law.
7 Planning of parking systems (property planning) The creation of additional parking space capacities is shown both within the framework of parking space concepts as well as with the development of free spaces and properties. The capacity and the use dedication of the parking system to be planned are as a rule defined in urban parking space concepts. However the questions of dimensioning, usespecific blue print and the operating form of the relevant parking systems are rarely defined in the case of private property developments based on land use and development plans.
Therefore, property planning deals with - dimensioning and the traffic connection, - the blue print and the structural design and - the use and the operation of parking systems.
7.1 Legal bases In Germany the legal bases of parking space planning can generally and the property planning with reference to the parking systems can be found - in building planning law, including affected norms of the right of way and civil law, - in building regulations law and - road traffic law. All systems of the parking traffic outside of the public roadside environment are subject to building planning law.
The assessment criteria for the necessary parking spaces and the modalities of the replacement of parking spaces or the restriction of parking spaces are regulated in the building regulations of the federal states. Systems of the parking traffic in the public roadside environment are subject to the regulations of the road traffic law in planning, arrangement and operation.
The building regulations of the federal states determine when granting permission for an individual building project that the necessary parking spaces and garage for parking traffic are to be established on the building property or at a reasonable distance from this on a suitable property, whose use is secured by public law for this purpose in the case of structural systems or other systems, in which traffic to and from the property is to be expected with motor vehicles. The quantification and qualification of this statement is specified through the administrative regulations of the federal states. The majority of federal states grant their municipal authorities the possibility to reach different stipulations through municipal statute rights.
If it is not deemed reasonable for the building owner to set-up the necessary parking spaces owing to the basic local conditions, the obligation for these spaces can be replaced by paying a redemption fee. Redemption fees are to be seen as equivalent to building owners being exempted from costs and subsequent costs of otherwise necessary parts of the structural system. The redemption fees are to be fixed by the municipal authorities and as a rule used ear-marked, e. g. for creating a parking space offer at another suitable place (district garage, P+R system) or for measures which are suitable from releasing the burden on roads from parking motor vehicle traffic (promotion of local public transport and bicycle traffic). The building regulations of the federal states and the derived municipal statutes deviate with regard to the regulations for parking traffic owing to various problem locations and the thus associated objectives in traffic policies more or less from the model building regulations. The various development lines however can be described as follows:
1. The number of necessary parking spaces is stipulated use-specific based on reference figures. These are to be set-up at least by building owners with new buildings and conversions and if applicable in case of changes in use. 2. By coordination with the aims under urban development and for traffic it can be useful to limit the parking space demands, especially in densely populated areas and with good service of the public transport means or with good accessibility for pedestrian and cycling traffic, for exactly delimited parts of the municipal area. The necessary parking spaces are principally requested, however may not or only in part be built by the building owner himself. The difference is to be redeemed.
3. The obligation for parking spaces is stipulated differentiated from the beginning, e. g. with regard to a mutual parking space provision or based on the development quality of the local public transport. At the same time the admissible number of parking spaces can also be limited here.
4. The reduction or suspension of the parking space obligation is coupled with special measures of the building owner for reducing the parking space demand through the motor vehicle traffic (e.g. Jobticket, promotion of car sharing, special residential estate concepts).
5. The setting up of parking spaces is not subject to any obligation. If applicable a necessary number will be fixed for individual uses or user groups (e. g. persons with mobility disabilities), otherwise the construction of parking spaces will follow the market mechanisms (e.g. in Berlin).
7.2
Dimensioning
Parking systems are to be dimensioned in line with their traffic function. Reference values for this are among others included in the recommendations for systems of parking traffic 05 (EAR 05). These reference values refer to typical uses depending on the respective functional key value of the building such as floor space, number of apartments / seats / hotel beds, etc. With the application of these reference values however the upper and lower limits of the respective areas are also to be interpreted specific for the location and possible functional overlapping to be taken into account.
Tab. 5: Reference figures and orientation values for the property-based parking space requirements according to the recommendations for systems of parking traffic - EAR 05 (extract)
Traffic source Number of necessary parking spaces Residential building One and two-family houses, terraced houses 1 to 2 per apartment Multiple-family houses with rented apartments 0.7 to 1.5 per apartment Wohnung Building with senior citizen apartments 0.2 to 0.5 per apartment Weekend and holiday homes 1 per apartment Children and youth hostels 1 per 10 to 20 beds, at least 2 Student places of residence 1 per 2 to 5 beds at least 2 Buildings with office, administrative and practice rooms Office and administrative rooms general 1 per 30 to 40 m floor space Rooms with substantial visitor traffic, e. g. 1 per 20 to 30 m floor space, at least 3 counters or consultancy rooms, doctors practices Sales centres Shops, business premises Business premises with low visitor traffic Large-scale retail businesses outside of core areas Venues ( excepts sports venues), churches Venues of significance beyond the borders of the town e.g. theatres, concert halls Other venues, e.g. cinemas, school halls, lecture halls Parish churches Churches of significance beyond the borders of the town Sport and leisure facilities Sports grounds without visitor places, e.g. training grounds Sports grounds and sports stadiums with visitor places Playing and sports halls without visitor places Playing and sports halls with visitor places Outdoor swimming pools Indoor swimming pools without visitor places Indoor swimming pools with visitor places Restaurants and hotels and guesthouses Restaurants of significance beyond the borders of the town, e.g disco Restaurants of local significance Hotels, guesthouses, spa homes and other accommodation facilities Hospitals and clinics University clinics Hospitals of significance beyond the borders of the town and private clinics 1 per 30 to 40 m sales space, at least 2 per shop Laden 1 per 50 m sales space 1 per 10 to 20 m sales space
1 per 5 seats 1 per 5 to 10 seats 1 per 20 to 30 seats 1 per 10 to 20 seats 1 per 250 to 300 m sports area 1 per 250 to 400 m sports area. In addition, 1 per 10 to 15 visitor places 1 per 50 to 100 m hall space 1 per 50 to 80 m hall space, in addition 1 per 10 to 15 visitor places 1 per 20 to 300 m property space 1 per 5 to 10 cloakroom spaces 1 per 5 to 10 cloakroom spaces, in addition 1 per 10 to 15 visitor places 1 per 4 to 8 seats 1 per 8 to 12 seats 1 per 2 to 6 beds 1 per 2 to 3 beds 1 per 3 to 4 beds
Norms, directives, recommendations Research society for roads and traffic: Recommendations for systems of parking traffic EAR 05, Cologne 2005 ADAC: Parking space management in small and medium-sized towns, guidelines for practice, Munich 2004 The building regulation law of the federal states: Regional building regulations and supplementary provisions, LBO service in the building publishers; Bauverlag GmbH Braunschweig / Wiesbaden 2003 ADAC: User-friendly multi-storey car parks practical experience, recommendations for practice, Munich 2000 BAST Federal Institute for Road Traffic: Total efficiency analysis for parking space management, Bergisch Gladbach 2000 FGSV Research society for roads and traffic: Working paper 49 Traffic effects of large facilities of trade and leisure, draft, Cologne 1999 Executing regulations for 48 of the building regulations for Berlin (BauO Bln): Parking spaces for motor vehicles and parking possibilities for bicycles (AV parking spaces), ABl. P. 3146, Berlin 1997 Senate administration for building, housing and traffic: Principles for the full area parking space management in Berlin, Berlin 1996 FGSV Research society for roads and traffic: Recommendations for traffic surveys EVE 91, Cologne 1991 FGSV Research society for roads and traffic: Definitions, part: road planning and road traffic technology, Cologne 1989

Methods and Tools For Parking Space Planning

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Methods and Tools For Parking Space Planning

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Gesellschaft fr Innovative VerkehrsTechnologien mbH

Humboldt-University in Berlin, Department of Geography 10099 Berlin

Dipl.-Ing., Dipl.-Wirtsch.-Ing. I. Kosarev Dr.-Ing. habil. I. Irmscher Ms K. Stens

Dr. Ilja Irmscher Managing director

r e r fo d e r t Flchennutzungsverteilung Verkehrsnetz Parkraum

Creation of parking space concepts

Road and local public transport network

- Time spent looking for a parking space, etc.

The parking space offer is recorded and mapped in tables.

Fig. 2: Mapping of the parking space offer

Fig. 5: Recordings with video monitoring

Parking duration distribution and turnover frequency

Average parking duration distribution in the surveyed area

Fig. 6: Diagram presentation of the parking duration distribution

Fig. 7: Parking space management concept

Tab. 4: Typical management forms in Germany

Management form Short Parking regulation description

Marked retail use

Short-term parking (with loading zone)

- Monday to Friday - Saturday - Advent Saturdays

9am-7pm, 9am-2pm and 9am-7pm.

Order and implementation of parking space management measures

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