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Today’s urban design of new quarters in the fringes of German metropolises shows a renaissance of the garage building as a cluster for car parking. In contrast to the past, parking garages are planned as multifunctional “mobility hubs.” Planners enrich them with new mobility and sharing options and incorporate sports or social infrastructure facilities on the roof and the ground floor, thus contributing to vibrant neighborhoods. In contrast to the internationally renowned example of Nordhavn (Copenhagen), we observe a decentralization in the mainstreaming of the approach: Mobility hubs are to become constitutive parts of small subcenters. In this respect, they can be seen as a common leitmotiv for urban design in Germany’s metropolises. The hubs form a new model of local mobility, guaranteeing a certain flow of pedestrians and freeing the adjacent streets of car traffic. Integrated into a system of alternative modes of transportation and nearby mass transit, those infrastructural and mobility clusters might contribute to a change in mobility habits and ultimately reduce car dependence. If their underlying mobility policies can be implemented and if they are ultimately more successful than traditional parking garages or even create an incentive not to use private cars at all remains open to further investigation. For this purpose, the article will trace the emergence of mobility hubs in the discourse and practice of urban design with a particular focus on major new developments at the periphery of German cities. It analyzes urban design competitions and the formal planning and implementation following them.

The growth of motorized vehicle ownership has outpaced the limited availability of public land and parking spaces. Illegal parking lots and attendants in Yogyakarta worsen this problem. As an illegal parking area, illegal parking attendants do not have the legality to collect fees from the community, so collecting money from parking users is an act of illegal levies. As a result, the rights of parking users as consumers tend to be neglected without any protection from authorized institutions or officials. This phenomenon is increasingly widespread and has been going on for quite a long time, so the impression appears there is an element of omission by state officials. The research method utilized was a qualitative descriptive, interactive approach that involved collecting data through observation, documentation, and interview. The primary data were recruited through an interview, and some informants were determined with the purposive technique, which was informants or source determination based on a certain consideration. Based on the results, parking management has been managed in such a way on Regional Regulation of Yogyakarta Number 2 of 2019. Regarding parking, the Regional Regulation (Perda) is followed up with the Mayor’s Regulation of Yogyakarta number 2 of 2019. The objectives of the parking regulations are to embody safe and orderly parking service, implement law protection and certainty, and ensure transparency of Locally-Generated Revenue Receipt in the parking area.

The paper presents the results of experimental studies of drivers` behavior when interacting with obstacles caused by parked vehicles. Today, parking cars on two-lane streets is a significant problem for drivers while driving as it creates obstacles. Drivers need to spot a parked car in time and perform a lane change maneuver. It affects the trajectories of vehicles and the functional state of the driver. The driver needs a certain amount of time to maneuver, which consists of the reaction time, the decision to change the lane, and the execution of the action. It complicates traffic conditions for the driver and creates danger for driving. If the driver does not receive information about the parking location on the street with high-speed traffic in time, the probability of danger increases significantly. In addition, drivers try to change the traffic lane, which is further occupied by parking, in advance to reduce the impact of parking on the functional state of their bodies. There is also a deviation in the cross-section of the street when the speed of movement increases relative to the parked car, which finally indicates a change in the position in the traffic lane. It was established that drivers individually choose the trajectories of changing the traffic lane by the speed of movement. In addition, each driver subjectively decides to start changing the traffic lane at his discretion when an obstacle occurs at a certain distance. Angular velocity was used as an indicator of the probability of finding an obstacle object in a dangerous state. Angular speed is the main parameter in the orientation of the driver and signals the danger. When the angular velocity was 0.015-0.03 rad/c, drivers tried to complete the maneuver and leave a certain distance from the obstacle (safety gap). It indicates some interval of angular velocity in relation to the perception of an obstacle object in space and the sense of danger. The resulting patterns of changing lanes by drivers allow for determining the safe distance to parking and ensuring traffic safety by using appropriate markings and road signs.

In the field of cycle policy and planning, alongside ambitions to expand segregated cycle networks, there is a push across many countries for increasing the quality and quantity of cycle parking as a critical component of cycling infrastructure. In order to support these measures, planning guides have been developed to guide the expansion and improvement of cycle parking facilities. A common feature of these policies and guides for cycle parking interventions is an absence of dialogue with, or reference to, peer-reviewed research investigating cycle parking and the potential effectiveness of different approaches to cycle parking planning. The use of such research could help to create cycle parking that may be more effective in attracting and providing for people cycling. On this basis, we engage in a literature review of a select body of cycling research whose findings could contribute to more effective cycle parking planning practice. Drawing on our review, we propose a number of tentative ‘elements’ for effective public cycle parking planning practice: visibility, protection, accessibility, proximity, integration, and diversification. These elements could be used in conjunction with local knowledge and context-specific assessment measures to maximise the potential effectiveness of cycle parking planning in different regions, and can be situated as part of a wider struggle to acquire public space for cycling within car-dominant contexts.

The paper deals with the possibilities of implementing dynamic tariff regulation of on-street parking spaces in the capital city of Prague. Achieving optimal results is conditioned by the implementation of advanced technologies, but at the same time, the dynamic tariff regulation must follow the applicable legislation and, above all, be accepted by drivers. For this reason, the paper briefly discusses the technical and legislative possibilities of implementation, and most attention is paid to the conducted survey of user needs. The survey investigates the impact of parking prices on drivers’ motivation to park their vehicles in the area.

Sustainable mobility reduces the consumption of space and resources, facilitates access, promotes economic dynamism, and creates a sustainable environment. This paper investigated the possibility of switching to a sustainable mobility system through parking management in the Mzab Valley and the city of Ghardaia, one of Algeria's classified heritage sites. Using the quantitative descriptive approach and the road network analysis method, the current situation of parking lots shows a high diversity and characterization of parking lots. The most important factors affecting parking lots were also identified, such as population density, vehicle ownership, and the road network. The study shows medium connectivity of the road network and traffic problems with a road saturation coefficient of almost 60%, where access to parking lots increases from 5 minutes to 10 minutes when driving to the city centre. The city centre has a high concentration of parking lots (81%). Furthermore, parking frequency is 5% higher in the morning compared to the evening, with an overall capacity of 12,495 parked cars and a deficit of 10,500 parking spaces. Linking the study to the social and policy aspects, the results indicate that trips for non-compulsory reasons dominate over mandatory trips for workers, where 50% of the population owns a private car and 10% use public transport. Based on the SWOT method, strengths, weaknesses, opportunities, and threats to be adjusted were identified. This research defines short- and medium-term solutions as a global vision for improving sustainable mobility in the Mazabite context or a similar region.

On-street parking information (OSPI) systems help reduce congestion in the city by lessening parking search time. However, current systems use features mainly relying on costly manual observations to maintain a high quality. In this paper, on top of traditional location-based features based on spatial, temporal and capacity attributes, vehicle parked-in and parked-out events are employed to fill the quality assurance gap. The parking events (PEs) are used to develop dynamic features to make the system adaptive to changes that impact on-street parking availability. Additionally, a parking behavior change detection (PBCD) model is developed as an OSPI supplementary component to trigger potential parking map updates. The evaluation shows that the developed OSPI availability prediction model is on par with state-of-the-art models, despite having simpler but more enhanced and adaptive features. The foundational temporal and aggregated spatial parking capacity features help the most, while the PE-based features capture variances better and enable adaptivity to disruptions. The PE-based features are advantageous as data are automatically gathered daily. For the PBCD model, impacts by construction events can be detected as validation. The methodology proves that it is possible to create a reliable OSPI system with predominantly PE-based features and aggregated parking capacity features.

Considering the wide applications of big data in transportation, machine learning and mobile internet technology, artificial intelligence (AI) has largely empowered transportation systems. Many traditional transportation planning and management methods have been improved or replaced with smart transportation systems. Hence, considering the challenges posed by the rising demand for parking spaces, traffic flow and real-time operational management in urban areas, adopting artificial intelligence technologies is crucial. This study aimed to establish a systematic framework for representative transportation scenarios and design practical application schemes. This study begins by reviewing the development history of smart parking systems, roads and transportation management systems. Then, examples of their typical application scenarios are presented. Second, we identified several traffic problems and proposed solutions in terms of a single parking station, routes and traffic networks for an entire area based on a case study of a smart transportation systematic framework in the Xizhang District of Wuxi City. Then, we proposed a smart transportation system based on smart parking, roads and transportation management in urban areas. Finally, by analyzing these application scenarios, we analyzed and predicted the development directions of smart transportation in the fields of smart parking, roads and transportation management systems.

The Totally Asymmetric Simple Exclusion Process (TASEP) is a paradigm of out-of-equilibrium Statistical Physics that serves as a simplistic model for one-way vehicular traffic. Since traffic is perturbed by cars cruising for parking in many metropolises, we introduce a variant of TASEP, dubbed SFP, in which particles are initially cruising at a slower speed and aiming to park on one of the sites adjacent to the main road, described by a unidimensional lattice. After parking, they pull out at a finite rate and move at a normal speed. We show that this stylized model, which breaks many of the conservation rules applicable in other TASEP variants, exhibits singular features, in particular non-monotonic variations of the steady-state current with the injection rate and re-entrant transitions in the phase diagram, for some range of parameters. These features are robust to variations in the update rule and the boundary conditions. Neither the slow speed of cruising cars nor the perturbation of the flow due to pull-out maneuvers, taken in isolation, can rationalize these observations. Instead, they originate in a cramming (or ‘paper jam’) effect which results from the coupling of these mechanisms: injecting too many cars into the system saturates the first sites of the road, which prevents parked cars from pulling out, thus forcing cruising cars to travel farther along the road. These strong discrepancies with even the qualitative trends of the baseline TASEP model highlight the importance of considering the effect of perturbations on traffic.

During the COVID pandemic, at least 97 US cities closed downtown streets to vehicles to create commercial pedestrian streets with the goal of encouraging active travel and economic activity at safe social distances. This study addressed three questions about these programs for businesses located on a pedestrian street: 1) what factors influenced their feelings about the program; 2) what concerns did businesses located on pedestrian streets have; and 3) how did the pedestrian street program impact a business’s revenue as compared to other businesses in the area on streets that did not close. We created a geographic database of these pedestrian streets and identified nearly 14,000 abutting businesses, from which we collected interview and survey data. The interviews and survey results highlight key issues surrounding businesses’ experiences with pedestrian streets. Businesses abutting pedestrian streets had a slightly higher opinion of these programs than businesses not abutting these streets. A test of the effect of pedestrian street interventions on business revenue using a pseudo-control group showed the effect to be uncertain but, on average, negligible. The findings point to steps that cities can take to maximize the benefits of pedestrian streets for local businesses.

Sidewalks and crosswalks do not benefit pedestrians if they are blocked by automobiles. In New York City, local media have documented that cars outside of law-enforcement offices routinely park on sidewalks and in crosswalks. This study systematically and longitudinally pursues this topic by tracking the geographic extent of this obstructive parking via in-person observation of the streets surrounding all 77 New York Police Department (NYPD) station houses, across all five boroughs. Combined with review of historical street imagery, this approach reveals widespread and longstanding parking on sidewalks, and to a lesser extent, in crosswalks. Of 77 NYPD station houses, 70 (91%) exhibited parking of at least one of these kinds, with sidewalk parking often extending along the entire block (and not simply in front of station houses), on adjacent blocks, and on both sides of the street. This renders many sidewalks impassable – forcing pedestrians into traffic – and in many cases directly abuts residences and businesses, curtailing access to such destinations. Longitudinally, such obstructive parking was present across 82% of 703 street-imagery data points, indicating this has largely become the default (and not occasional) use of adjacent sidewalks. In-person observation also demonstrated other ways this parking has had negative effects surrounding NYPD station houses, including double parking, obstruction of bus and bike lanes, and blocking of fire hydrants. These findings broaden the study of pedestrian accessibility and safety beyond the quality and design of sidewalks and intersections, to include chronic automotive obstruction, and indicate that parking behavior surrounding public-sector offices, if left unchecked, significantly degrades walkability.

Abstract This paper investigates car parking users’ behaviors from social media perspective using social network based analysis of online communities revealed by mining the associated hashtags in Twitter. We propose a new interpretable community detection approach for mapping user’s car parking behavior by combining Clique, K-core and Girvan–Newman community detection algorithms together with a content-based analysis that exploits polarity, relative frequency and dominant topics. Twitter API was used to collect relevant data by tracking popular car-parking hashtags. A social network graph is constructed using a similarity-based analysis. Finally, interpretable communities are inferred by monitoring the outcomes of clique, K-core and Girvan–Newman community detection algorithms. This interpretability is linked to the aggregation of keywords, hashtags and/or location attributes of the tweet messages as well as a visualization module that enables interaction with users. In parallel, a global trend analysis investigates parking types and Twitter influence with respect to both sentiment polarity and dominant trends (extracted using KeyBERT based approach) is performed. The implementation of this social media analytics has uncovered several aspects associated to car-parking behaviors. A comparison with some state-of-the-art community detection methods has also been carried out and revealed some similarities with our developed approach.

This article aims to analyze the quality of public services regarding public roadside parking in Pekalongan City. The problem in this study is focused on parking problems, namely limited land or vehicle parking lots so that people park their vehicles arbitrarily. In addition, it is also due to the actions of several parking attendants who collect parking fees that exceed the provisions and the presence of illegal or unofficial parking attendants who make parking arrangements and collect parking fees. In order to approach these problems, the theoretical references from Zeitaml and Ilosa are used, namely tangible, reliability, responsiveness, assurance, empathy, transparency and security. The data were collected through direct observation and interviews with informants and analyzed qualitatively. This study concludes that the quality of parking services on the edge of public roads is not good. This is indicated by the three dimensions that state that they are not good, namely reliability, responsiveness and assurance, although four dimensions state that they are quite good, namely tangible, assurance, empathy, transparency and security, so that the quality of parking services on the edge of public roads needs to be improved.

Digital vigilantism is one of the challenges of e-democracy. Many scholars recognize the threat of vigilantism to civil society. However, we believe it can also reinforce weak government institutions. We consider digital vigilantism as an alternative to e-participation tools. This study aims to determine a model of digital vigilantism in Russia based on the analysis of the social media activity of StopXam in the context of the development of alternative e-democracy institutions. Considering vigilantism as an example of an informal institution, we analyze vigilantism following Helmke and Levitsky typology. The case chosen for analysis is one of the largest Russian vigilant StopXam movement that can be compared with the government initiative Moscow Helper. To identify the model of digital vigilantism in Russia, we conduct a social network analysis in respect to five communities in Vk.com, a Russian social network: “StopXam”, “StopXam Moscow”, the official community of “Moscow Helper”, the unofficial community of “Moscow Helper”, the community of opponents of “Moscow Helper” application. The findings of this study suggest that vigilantism could be considered as an instrument of informal institutionalization, which can be used by political actors (primarily the government) as a tool for setting the rules of the game that correspond to established public values. The creation of groups that are ready to observe the general principles of the game’s rules and impose common values with only minor, occasional violations of the letter of the law is becoming a working model of managed vigilantism. This model tends towards the routine practice of vigilantism, which limits the potential for online mobilization.

New tourism in Semarang City raises a problem, traffic congestion. New tourism provided in Semarang City by utilizing the existing potensial is Semarang Bridge Fountain. Semarang Bridge Fountain is a dancing fountain located in Semarang City, which inaugurated end of 2018. Located on the West Canal Flood River and becomes new icon in Semarang City. The existence of Semarang Bridge Fountain affects the surrounding road infrastructure. Namely the emergence of traffic jams when the fountain attraction takes place caused by many vehicles parked on Jenderal Sudirman street. The purpose of this research to analyze road infrastructure can be used as parking lots. The method used in this research is descriptive qualitative to explain state of West Canal Flood River. The results of this research shows that parking area became one of problems that arise during event. Many people don’t know location of official parking area provided by City Government. Congestion arises because the community gathers at one point during the event and also does not know the official parking location. From the results of analysis can be concluded need for delivery of official parking location information for community, need for firmness of official parties related arrangement of parking, also the addition of facilities so that activities aren’t concentrated at one point.

The relevance of the study of archaeological sites of residence – a Bronze Age settlement in the Volga-Manych steppes – lies in the fact that in Russian science the place of residence has not been studied and studies on them have been published in small quantities, in contrast to funerary monuments-barrows. The main reason for this “inattention” on the part of scientists lies in the small size of these settlements, which is why they are usually referred to as “seasonal camps of mobile cattle breeders” rather than permanent dwellings. Nevertheless, a targeted search for settlements of the Bronze and Early Iron Age on the territory of our country was conducted and is being carried out by many archaeologists, including the author of this study. During excavations in the Volga-Manych steppes, hundreds of places of residence or sites were discovered. One of them is a settlement found in 1976 by E.V. Schneidstein on the territory of the Republic of Kalmykia, on the shore of Lake Zakhanata. Additional studies of the archaeological site, conducted by us in 2002, showed that there are two settlements of the carcass culture. In this article, we continued a detailed study of this unique cultural monument located in the Kalmyk steppe. The materials of the study allowed us to identify the general and special features of settlements in the Bronze Age in the Volga region as part of the steppes from the Carpathians to the Urals, to determine the type of farms of the tribes inhabiting this area, contributed to the formation of a more or less clear idea of the cultural and historical processes taking place on the territory in the historical period.

Abstract This paper uses a juridical empirical research method. Juridical research is using a statutory approach, namely Qanun/Perda (das sollen), while empirical research uses a field approach (das sein) by conducting direct interviews with parking attendants and parking retribution users. This study aims to understand and determine the responsibility of parking attendants on the edge of public roads in collecting retribution and applying sanctions to irresponsible parking attendants on the edge of public roads. The results of the study show that the parking attendant is required to use the official clothes/vest provided by the Banda Aceh City Transportation Service, the parking attendant at the time of collecting the parking fee is required to submit a coupon to the user of the retribution service as proof of the parking levy collection and the parking attendant is obliged to submit the levy result to the Banda City Government Aceh through the Quotation Officer assigned in accordance with the provisions that have been set, but if the parking attendant does not carry out his obligations, he will be given a sanction in the form of cancellation of the Management Agreement for the Collection of Parking Retribution. By submitting the coupon as proof of payment of the parking fee, the user of the levy service will count the number of vehicles entering and leaving. Keywords: Accountability; Retribution; Parking. Abstrak Tulisan ini menggunakan metode penelitian yang bersifat yuridis empiris. Penelitian yuridis adalah menggunakan pendekatan peraturan perundang-undangan yaitu Qanun/Perda (das sollen), sedangkan penelitian empiris menggunakan pendekatan lapangan (das sein) dengan melakukan wawancara langsung terhadap Juru Parkir dan pengguna retribusi parkir. Penelitian ini bertujuan untuk memahami dan mengetahui pertanggungjawaban Juru Parkir di tepi jalan umum dalam pemungutan retribusi dan penerapan sanksi terhadap Juru Parkir di tepi jalan umum yang tidak bertanggung jawab. Hasil penelitian bahwa Juru Parkir wajib menggunakan pakaian/rompi resmi yang diberikan oleh Dinas Perhubungan Kota Banda Aceh, Juru Parkir pada saat memungut retribusi parkir wajib menyerahkan kupon kepada pengguna jasa retribusi sebagai bukti pungutan retribusi parkir dan Juru Parkir wajib menyerahkan hasil retribusi kepada Pemerintah Kota Banda Aceh melalui Juru Kutip yang ditugaskan sesuai dengan ketentuan yang telah ditetapkan, namum apabila Juru Parkir tidak melaksanakan kewajibannya maka akan diberikan sanksi berupa pembatalan Surat Perjanjian Tata Kelola Pemungutan Retribusi Parkir. Dengan diserahkannya kupon sebagai tanda bukti pembayaran retribusi parkir maka pengguna jasa retribusi akan terhitung jumlah kendaraan yang masuk dan keluar. Kata Kunci: Pertanggungjawaban; Retribusi; Parkir.

In Poland, the number of vehicles owned per capita is systematically increasing. There is also a noticeable increase in traffic in large urban agglomerations. This creates a number of problems, such as difficulties in finding a parking spot. Then it becomes necessary to search for a long time to stop, which is correlated with higher emission of harmful substances and energy consumption. The aim of the work is a multi-criteria analysis of the selection of a parking spot at a shopping center focused on travel times, pollutant emissions and fuel consumption. In addition, consideration was given to the selection of the optimal parking spot. The tests were carried out in Real Driving Conditions similar to Real Driving Emissions testing. The procedure, currently used as an extension of the type-approval tests, reflects the actual exhaust emissions from vehicles more accurately than tests under laboratory conditions. Specialized PEMS (Portable Emissions Measurement System) apparatus was used for the measurements.

The authors of the article have defined the essence, grounds and procedure for implementing administrative liability for violating the rules of stopping, parking, vehicle parking, in particular they characterize the content of the rules of stopping, parking, vehicle parking, violation of which is the legal basis of liability, i.e. the objective aspect of the subject liable for these violations, the administrative penalties that may be imposed for their commission, the types of entities authorized to consider cases of these violations, as well as the specifics of proceedings in such cases. It has been emphasized that driving cars and other vehicles is becoming more intense every year, which is primarily evidence of the success of technical progress. At the same time, the increase in the number of these funds creates a lot of problems for the organization and safety of road trafficking, as well as for the livelihoods of settlements. It is especially true in large cities, where traffic jams often paralyze the entire traffic. In addition, all of these facilities require storage and parking spaces, which are also chronically lacking. It has been concluded that administrative liability for violating the rules of stopping, parking, vehicle parking has many features that are applied to all its components – the grounds for which are violations of specific rules defined by many regulations, and the subject can be recognized not only the person who directly committed these violations, but also other persons who are named responsible by law; content, i.e. administrative penalties that can be applied without taking into account the general rules of their imposition; procedure for implementation, especially in cases of violating the rules of stopping, parking, vehicle parking recorded in the mode of photography (video). The analysis of these features shows that the legal regulation and practice of administrative penalties for violations of the rules of stopping, parking, vehicle parking need further improvement, primarily in terms of ensuring the rights of those prosecuted.

The aim of the article is to assess the efficiency of the parking system on the example of the Jadwizyn estate in Pila in the light of sustainable development. For this purpose, an organoleptic test of the use of the parking space was carried out for 7 consecutive days, at three different times of the day (morning, noon, evening) in December and January.

Parkir liar yang berada di Politeknik Negeri Malang masih belum terpantau dengan baik. Petugas Pengamanan Dalam(Pamdal) yang bertugas untuk menertibkan warga Polinema memarkirkan kendaraan tidak dapat memantau kendaraan secara berkala, sehingga masih banyak yang melakukan parkir liar. Berdasarkan hal tersebut diperlukan sistem otomatis yang dapat digunakan Pamdal dalam memantau parkir liar di Polinema. Oleh karena itu dibuat “Sistem Informasi Pemantauan Parkir Liar Menggunakan Sensor Infrared Berbasis Android”. Sistem yang dibangun menggunakan beberapa komponen, diantaranya Arduino Nano, ESP32 Cam, Sensor Infrared, dan motor servo. Dengan dibuatnya perangkat dan penelitian ini diharapkan mampu membantu pendisiplinan warga polinema untuk tertib parkir melalui pemantauan dari sistem yang dibangun. Perangkat dibuat sebanyak tiga buah dan diletakkan di depan Gedung AH, di depan Gedung AI, dan di samping Gedung AO. hasil dari percobaan untuk notifikasi dari ketiga node memiliki delay yang berbeda pengiriman datanya dari node ke smartphone pada sisi user. Untuk Delay di node dua memiliki delay paling besar yakni sebesar 193.0708 ms. Sedangkan untuk node tiga memiliki performansi sangat baik dengan nilai rata-rata delay sebesar 107.0723 ms.

In a coordinated mobility-on-demand system, a fleet of vehicles is controlled by a central unit and serves transportation requests in an on-demand fashion. An emerging field of research aims at finding the best way to operate these systems given certain targets, e.g., customer service level or the minimization of fleet distance. In this work, we introduce a new element of fleet operation: the assignment of idle vehicles to a limited set of parking spots. We present two different parking operating policies governing this process and then evaluate them individually and together on different parking space distributions. We show that even for a highly restricted number of available parking spaces, the system can perform quite well, even though the total fleet distance is increased by 20% and waiting time by 10%. With only one parking space available per vehicle, the waiting times can be reduced by 30% with 20% increase in total fleet distance. Our findings suggest that increasing the parking capacity beyond one parking space per vehicle does not bring additional benefits. Finally, we also highlight possible directions for future research such as to find the best distribution of parking spaces for a given mobility-on-demand system and city.

The San Francisco Bay Area is one of the most progressive transportation regions in the deployment of high-capacity transit and the use of policies to encourage active transportation. Yet, there remains a dearth of knowledge on the abundance and location of parking infrastructure. The extent and location of parking supply, including on-street and off-street spaces, are estimated for the nine-county Bay Area by creating a federated database that joins land use, transportation, parcel, building, and parking code layers to estimate the number and characteristics of parking spaces at the census block scale. This bottom-up parking space inventory results in an estimated 15 million parking spaces in the region: 8.6 million on-street and 6.4 million off-street. Residential parking dominates the share of supply at 70%, followed by commercial at 9.4%. Space density is greatest in downtown San Francisco, Oakland, and San Jose—largely attributed to high-rise structures. On-street parking is dominant in the North Bay, commanding 78% of total parking in Napa, 75% in Solano, 68% in Sonoma, and 67% in Marin County. Parking area constitutes 7.9% of the total incorporated area. Notably, when compared to other southwest cities (Phoenix Metropolitan Area and Los Angeles County), the Bay Area parking supply appears better utilized considering spaces per person, per car, and per job. The density and quantity of parking spaces in the Bay Area are critical insights toward developing targeted policies that encourage active mobility and support affordable housing.

With the proliferation of electric scooters (e-scooters) in cities across the world, concerns continue to arise about their parking spots on sidewalks and other public spaces. Research has looked at e-scooter parking compliance and compared compliance to other mobility devices, but research has not yet examined the impacts of the built environment on parking compliance. Using a field observation dataset in Portland, Oregon, and novel GIS data, we attempt to understand the spatial distribution of e-scooter parking and the impact of built features on parking compliance, offering recommendations for policymakers and future research. The results of our study show that 76% of e-scooters observed fail at least one of the Portland’s parking compliance requirements and 59% fail at least two criteria. However, compliance varies spatially and by violation type, indicating that parking compliance (or non-compliance) is dependent on features of the built environment. Parking compliance is significantly higher on blocks with designated e-scooter parking than blocks without designated e-scooter parking. A statistically significant relationship is observed between the amount of legally parkable area on a city block and parking compliance. Parking compliance increases with larger percentages of legally parkable area. This finding can help policymakers prioritize dedicated e-scooter parking for blocks with limited legally parkable area.

Transportation planners, engineers, and researchers have long lamented the highly emotional public responses generated by changes to parking policies. We know that reducing the supply and increasing the price for parking—while intended to advance sustainability and other important community goals—seems to fuel an angry response, but this knowledge is often vague and anecdotal. This study combines qualitative coding of open-ended survey responses with quantitative analyses of sociodemographic and commute characteristics using descriptive statistics and binary logistic regression models to reveal a strong correlation between parking and anger among University of Wisconsin-Milwaukee (UWM) campus users. Higher probabilities of anger are also positively associated with annual household incomes below $50,000, bus pass holders, and residential locations outside of the immediate UWM neighborhood. Qualitative themes from angry comments include frustrations about parking price, supply, and duration; questions about the motivations for university parking policies; and a sense of entitlement among campus users to free and inexpensive parking options. The study interprets these variables and themes together to provide insights into the complicated relationship between parking and anger and the importance of analyzing angry feedback to inform future policies.

The primary aim of this research is to analyse the influence of side friction on the capacity of undivided urban streets. Side friction is a composite variable signifying the degree of interaction between regular traffic flow and other surrounding activities. Three elements of side friction were considered in this work viz. on-street parking, pedestrian movements and non-motorized vehicles. The research is based on the data collected from six base sections and ten non-base sections located in different cities of India. To extract side friction data, the carriageway width was divided into ten equal segments by using longitudinal virtual lines. Capacity of both base and non-base sections were estimated using ‘fundamental diagram method’. Relationship between carriageway width and capacity was determined in absence of side friction. Capacity under the influence of side friction was observed significantly lower (up to 60.73%) than the capacity of base section of the same carriageway width. A number of parameters were considered under different side friction elements. Some of these parameters are conceptualized in this study and rest are taken from literature. These parameters were further shortlisted based on statistical measurers, then standardized using ‘feature scaling method’ and finally used as design variables to model the ‘reduction in capacity’. While majority of the previous research efforts were focussed on estimating the influence of side frictional elements on performance of divided urban roads, the model proposed in this study will be useful to find the capacity particularly for undivided urban streets under prevailing side friction conditions.

Autonomous grounded vehicle-based social assistance/service robot parking in an indoor environment is an exciting challenge in urban cities. There are few efficient methods for parking multi-robot/agent teams in an unknown indoor environment. The primary objective of autonomous multi-robot/agent teams is to establish synchronization between them and to stay in behavioral control when static and when in motion. In this regard, the proposed hardware-efficient algorithm addresses the parking of a trailer (follower) robot in indoor environments by a truck (leader) robot with a rendezvous approach. In the process of parking, initial rendezvous behavioral control between the truck and trailer robots is established. Next, the parking space in the environment is estimated by the truck robot, and the trailer robot parks under the supervision of the truck robot. The proposed behavioral control mechanisms were executed between heterogenous-type computational-based robots. Optimized sensors were used for traversing and the execution of the parking methods. The truck robot leads, and the trailer robot mimics the actions in the execution of path planning and parking. The truck robot was integrated with FPGA (Xilinx Zynq XC7Z020-CLG484-1), and the trailer was integrated with Arduino UNO computing devices; this heterogenous modeling is adequate in the execution of trailer parking by a truck. The hardware schemes were developed using Verilog HDL for the FPGA (truck)-based robot and Python for the Arduino (trailer)-based robot.

Along with society’s development, transportation has become a key factor in human daily life, increasing the number of vehicles on the streets. Consequently, the task of finding free parking slots in metropolitan areas can be dramatically challenging, increasing the chance of getting involved in an accident and the carbon footprint, and negatively affecting the driver’s health. Therefore, technological resources to deal with parking management and real-time monitoring have become key players in this scenario to speed up the parking process in urban areas. This work proposes a new computer-vision-based system that detects vacant parking spaces in challenging situations using color imagery processed by a novel deep-learning algorithm. This is based on a multi-branch output neural network that maximizes the contextual image information to infer the occupancy of every parking space. Every output infers the occupancy of a specific parking slot using all the input image information, unlike existing approaches, which only use a neighborhood around every slot. This allows it to be very robust to changing illumination conditions, different camera perspectives, and mutual occlusions between parked cars. An extensive evaluation has been performed using several public datasets, proving that the proposed system outperforms existing approaches.

As of today, a considerable amount of urban land is devoted to parking, especially in downtown areas. Fully autonomous vehicles (FAVs) – also referred to as self-driving car or driverless car – can self-park in less-expensive areas or even have no need to park at all and so can free city centers from parking lots and thereby relieve downtown land for more valuable purposes such as housing, production, recreation. This paper analyzes whether the technological capability of FAVs to reposition could also be economically viable under a wide range of differentiated constellations, paying particular attention to the heterogeneity of (downtown) parking pricing schemes (hourly parking vs. daily parking vs. employer-paid parking). We develop an economic speed choice model and calculate the utility maximizing (cost minimizing) driving speed of an empty electric FAV returning home. It is shown that compared to human driven cars, individual welfare losses when deviating from the privately optimal speed are rather small, implying that congestion effects would hardly affect economic viability of ‘return home’, as opposed to feasibility. We estimate feasible ‘return home’ options of an empty FAV depending on stylized parameters such as the average duration of stay of the traveler and distance between origin (home) and destination (e.g. work). To identify economic viability, we then juxtapose the net benefit of vehicle repositioning with the cost of downtown parking. Our analysis suggests that vehicle repositioning in the form of ‘return home’ may be economically viable for a wide range of constellations, in particular when account is taken of the benefits of intra-household car-sharing made possible by vehicle relocation. Our findings highlight the potential of FAVs to revolutionize the world’s transportation system and urban structure and stress the need to carefully fine-tune transportation policies to tackle the potential adverse societal effects of induced vehicle miles traveled owing to driverless vehicle repositioning.

The economic growth has influenced the mobility of the population. In line with those, there is a rapid growth of private vehicle ownership. The growth of private vehicles must be fulfilled by enough parking space so that it doesn’t cause parking problems later. This study aims to describe the conditions and evaluate the existing parking management in the case study area and design an effective parking space scenario. The object of this research is the on-street parking area on shopping area, Pemuda Street, Chinatown, Magelang. To obtain an overview of parking management in case study area, several surveys were conducted, including a parking inventory survey, occupancy survey, and parking duration survey. Secondary data collected by interview with the Local Transportation Department and the Local Public Works and Spatial Planning Department. The survey results show that existing parking requirements cannot be met by the existing parking area. However, the traffic conditions around the Chinatown have not shown congestion during peak hour. To further improve the effectiveness of parking management in Chinatown, parallel parking, parking meter implementation, the addition of parking space and the application of parking based on duration can be applied. For further research, research on parking using special transportation software can be done.

The auxiliary elevator within a supra-aternary park functions as a roller-chain cam and cam follower system and thus, due to the torque transmission from the electric drive motor to the cam, i.e. the change of direction of travel at the end of the course, at start-up and at stop, vibrations can occur. This system must be supported by a foundation in order to achieve an antivibration insulation. There are several possibilities for this damper insulation, among which are spring suspension, rubber carpet or standardized rubber elastic elements. The cushioning factor is much higher for rubber than for steel the foundation on standardized rubber elastic elements. Calculation of the rubber damper required for the auxiliary elevator

Sharing economy services is one of the fastest growing segments in today’s economy, especially in urban centres. However, some cities have taken a negative stance and sought to prohibit sharing economy services, which has raised tensions between citizens and the local government. This paper adopts a case study approach to investigate what the main topics are in citizen perceptions of their government's resistance to shared parking in Ottawa, the capital city of Canada, where shared parking is considered illegal. In so doing, the study applies topic modelling on readers' comments following news about local residents being threatened with legal action by the city for providing shared parking services to government employees suffering from insufficient office parking resources. Based on six identified topics, the study establishes a conceptual framework that contributes to the literature on sharing economies by illustrating how citizens perceive their government's resistance toward sharing economies. The paper considers whether sharing economy services could be an innovation that would benefit societies, and how understanding citizen perceptions through online comments can help a government to solve policy issues and create win-win resolutions.

This paper studies the beneficial effects of the base isolation method. "The design/consolidation method by base isolation" consists in increasing the fundamental vibration period, decreasing displacement. The placement of HDRB (High Damping Rubber Bearings) and LRB (Lead Rubber Bearings) in the structure has a beneficial effect on reducing the seismic response. A study shall be performed regarding the non-isolated above-ground circular parking lot and parking lot isolated by means of the base isolation method, equipped with seismic isolators.

Parking is an unrelenting problem, with more vehicles having an impact on the way how to park a vehicle. Some experts have made various breakthroughs in overcoming parking problems; one of them is using smartphone technology as a system to facilitate the way to park. This study aims to analyse user acceptance using the Unified Theory of Acceptance and Use of Technology UTAUT method with structural equation models (SEM-PLS), against 221 respondents. The result is that performance expectations, effort expectancy, and social influence variables have a significant effect on behavioural intention. Then the facilitating conditions variable and behavioural intention significantly influence the use of behaviour for using smartphone parking systems. Furthermore, this research is expected to help the government to find out what factors affect the parking system.

Real-time traffic monitoring and parking are very important aspects for a better social and economic system. Python-based Intelligent Parking Management System (IPMS) module using a USB camera and a canny edge detection method was developed. The current situation of real-time parking slot was simultaneously checked, both online and via a mobile application, with a message of Parking “Available” or “Not available” for 10 parking slots. In addition, at the time entering in parking module, gate open and at the time of exit parking module, the gate closes automatically using servomotor and sensors. Results are displayed in figures with the proposed method flow chart.

The goal of thisarticle is to determine rational constructional and technological options for the development of underground space, in particular, the arrangement of underground parking lots under the specific hydrogeological conditions of Dnipro city. In thisarticle,the best practices in the construction of similar facilities in the worldare discussed. Arrangements for individual structural elements and structures as a wholewere considered. The main resources for their implementation are determined, the most important performance indicators are calculated, their comparison is carried out and proposals for the use of individual technological concepts are developed. The experience of underground space development in Dnipro city is studiedandthe problems of construction of underground structures under specific difficult hydrogeological conditions are identified. The proposed technological concepts make it possible to implement such design solutions under difficult hydrogeological conditions with dense development and preservation of historical buildings in the city.

Three main changes are currently taking place in the context of the automotive industry: electrification of vehicle propulsion, automated driving and a shift towards mobility as a service. While the first two represent opportunities for the industry growth, the later questions the private ownership of a car. Keeping the concept of a privately owned car will involve reducing the economical and environmental cost of such ownership. In this paper, we address the reduction of the parking footprint of cars, leveraging on electrification and low-level driving automation to more than double the density of cars parked in a given area, compared to conventional parking lots. We perform a complete evaluation of different strategies of vehicle coordination based on large-scale datasets of parking sessions in distinct scenarios and under varying demand patterns. Our results on the key metrics, namely area per vehicle, travel distance while parked, and removal time - clearly highlight the relevance and efficiency of this novel approach to parking. We also empirically derive guidelines for designing high-density parking systems (e.g. parking lot layout or capacity) and show the involved trade-offs.

The complete street is a form of planning and space management, with the aim of providing safe access to all participants in traffic, and as such brings a certain change compared to the traditional approach to planning and designing urban roads. The paper presents an analysis of the existing conditions and restrictions in the area of Krajiških brigada Street in Banja Luka on the stretch from Ranka Šipke Street to Milana Radmana Street, and the adjustment of the cross section and alignment to the concept of complete streets.

Accessory dwelling units (ADUs) are increasingly touted as part of the solution to the intransigent housing shortages facing many metropolitan areas across the United States. But numerous barriers to ADU development persist, including opposition by neighboring households. One persistent question is whether ADU residents would overwhelm on-street parking in the predominately single-family neighborhoods where ADUs are typically built. That question is difficult to answer because there is a surprising dearth of research on the effective parking supply in single-family neighborhoods. We use a survey of homeowners in Sacramento, California, to investigate the supply and sufficiency of residential parking for single-family homes, including how households actually use their garages, and help answer the ADU parking conundrum. After estimating and accounting for actual garage use, we find that more than 75% of households have enough off-street parking available to park all their vehicles. When we combine off-street and on-street parking supplies, we find that households have an average of 1.6 more parking spaces available to them than they have vehicles. That parking surplus is more than enough to accommodate the average ADU tenant and their vehicle, belying claims that ADUs will overwhelm existing parking supplies in single-family neighborhoods.

Introduction. The load models of the road network make it possible to understand a lot of the transport, social, environmental, and other city problems. Creating transport models requires knowledge of the traffic flows’ formation and functioning. The paper formulates a goal and poses tasks for the research conducting of the adjoining territories of residential areas in Tula as one of the urban traffic flows’ sources and of the identifying patterns of the parking places near houses’ influence on the road network loading.Materials and methods. The basis of the research was the development in the field of predictive simulation of automobile transport systems. The authors used complex of computer-aided design “TransNet”, which allowed adjusting the initial data in the base model by the results of the parking places’ functioning.Discussion and conclusions. As a result, the improved transport model of Tula allows making the forecast for determining the main parameters of the transport system taking into account the dynamics of vehicles’ local area departure at different time intervals. Moreover, the proposed methodological tools and algorithm for solving the problem of the road network loading in a quasi-dynamic setting helps to solve existing transport problems and to improve the traffic organization.The authors have read and approved the final manuscript. Financial transparency: the authors have no financial interest in the presented materials or methods. There is no conflict of interest.

Dockless electric scooters challenge cities seeking to regulate them amidst broader goals such as universal access. Cities are particularly concerned with improper scooter parking, which can impede access by other travelers. Despite an important role that scooter parking plays in both regulations and public discourse, no comprehensive view of current scooter parking regulations exists, nor is it clear how regulations align with broader city objectives. This research asks: how have U.S. cities regulated scooter parking to date and what issues do parking regulations aim to address? Data from 37 U.S. cities show that while areas of widespread agreement exist—nearly all (95%) cities allow scooters to park in the furniture zone—a wide range in scooter parking requirements exists. About three quarters of cities allow scooters to park at bike racks (78%) and against buildings (70%), while fewer than two-thirds allow scooters to park either on landscaping (62%) or against signs (60%). Even among cities with similar regulations, however, considerable nuance exists. Interviews with staff from six U.S. cities and existing research highlight motivations for scooter parking regulations. The regulations employed—and the high degree of variability across cities—yield implications for scooter parking policies, as well as scooters’ role in advancing broader city objectives. Scooter parking regulations play an important role in access, but cities should approach regulations as just one piece within a broader agenda of reclaiming streets for people and promoting mobility, sustainability, and access for all.

The infrastructure for parking and parked cars themselves (e.g., parked cars blocking bike lanes and sidewalks or the visibility range) can lead to conflicts for pedestrians and cyclists. The perception of conflicts could discourage walking and cycling in neighborhoods and undermine municipalities’ efforts to provide more sustainable urban mobility. The aim of this study was therefore to analyze the effect of on-street car parking in urban neighborhoods on perceived parking and traffic-related conflicts. In addition, it examines in what way the intention to reduce one’s car use influences the perception of the conflicts (Stage Model of Self-Regulated Behavior Change (SSBC)). A household survey was conducted in the inner-city neighborhood of Frankfurt-Bornheim, Germany (N=1027). The residents most often observed the conflicts in which parked cars impeded walking and cycling as well as situations in which pedestrians felt threatened by cyclists biking on the sidewalk. Results from multiple linear regression models revealed that the influencing factors for the perception of conflicts were the use of different means of transportation and the intention to change one’s behavior (SSBC model) to reduce car use rather than car ownership. In addition, a resident’s age and household structure seemed to affect awareness of conflicts in which pedestrians and cyclists were involved. The results suggest a group-serving bias, meaning that the residents mostly observed those conflicts that they did not cause. A separate infrastructure for pedestrians and cyclists could help prevent most of the conflicts described in this study.

Every public space requires vehicle parking facilities. The registration system was created to ensure the safety of parked vehicles. The existing registration system is done manually by giving a ticket written by the vehicle number by the officer. During exit, ticket is shown to the officer for being matched with the vehicle number. This system has a disadvantage because parking tickets have the opportunity to be counterfeit; the time of verification is dependent on humans and the use of disposable paper. The purpose of this study is to solve problems at low cost. The chosen solution is to register with the QR Code on the driver and vehicle when entering and leaving. This frees the riding-vehicle pair when entering the same as when exiting, because the system will not open the door if the driver-vehicle pair is different between when entering and exiting. The next advantage is reducing human problems. To support this goal, use smart and smart devices that use Android-based smartphones, Google Sheets, Google Forms, MIT App Inventor and TinyDB. This Android-based parking registration system has been proven to increase parking safety levels and reduce waiting times while reducing paper usage.

Malioboro Street is one of street in Yogyakarta City that become tourist destination, especially for shopping, for local and foreign tourists that is visited by more than 4000 people every day so that the need for parking in this area was high. The Yogyakarta City Government responded by providing Abu Bakar Ali Parking Building at north of Malioboro Street and imposing a parking restriction throughout the area to maintain its parking neatness. However, the visitors still prefer to park their vehicles in the parking bags around Malioboro Street. The purpose of this study is to determine the behavior of visitors in choosing parking location at Malioboro Tourism Area during weekdays and weekend using Importance Performance Analysis (IPA) method. It is known from the analysis result that Abu Bakar Parking Building performance is still not accommodate visitors’ need because of its location that does not suit their travel purpose and destination. The performance of this building is said to be not good because based on the analysisit is found that the behavior of Malioboro Touism Area visitor is influenced by travel purpose and parking service characteristics. In addition, visit time, ie weekdays and weekend also influences the visitor’s behavior in choosing parking location. For that reason, in determining the location of parking buildings in the tourism area, the city government should think about visitor’s behavior and their visit time to in order to optimalize the usage of the parking building provided.

The paper deals with the types of automated parking facilities in operation, taking into account the advantages and problems induced by them. There are presented underground parking, one-and two-platform elevators and their mechanisms, as well as robotic parking along with the existing mechatronic system. Tabular cyclogram of the used cam mechanism

Małe miasta w strukturze aglomeracyjnej prezentują duże związki z miastem centralnym, generując wzmożony ruch drogowy. W artykule przedstawiono możliwości zlokalizowania parkingu P & R przy dworcu kolejowym w Siechnicach w celu odciążenia sieci drogowej. Dokonano następnie oceny tej lokalizacji za pomocą autorskiego modelu wnioskowania rozmytego. Uzyskane wyniki wskazują na możliwości pełnienia przez Siechnice roli węzła przesiadkowego po poprawie jakości komunikacji szynowej.

The paper presents the results of a study on parking standards conducted among the experts involved in developing municipal spatial plans, along with an overview of parking standards in more than 50 municipalities in Slovenia. The study shows that, although parking problems pose a considerable challenge in towns and cities, the experts’ awareness of how to use parking standards to meet these challenges, is still not sufficiently developed.

Currently, there is only one formal Park-and-Ride lot in Belgrade, eventhough in many other countries this concept of travel has been used in different technological forms for several decades. Its popularity on the global transport market can be explained by the integrated transport idea which is closely related to sustainable development and the rational use of resources and space (which is particularly important for the parking subsystem), as well as by the support it has received from decision makers in the transport sector. Operational effects and improvements of this system still remain the subject of research. Assuming that Belgrade transport policy could take into account the application of such measures in the near future, the aim of this paper is to, on the bases of surveyed performance indicators, determine possibilities and give recommandations for improving such system.

INTRODUCTION: Parking in road freight transport has been a problem for a long time. Several EU legislative decisions have contributed to reducing the sustainability of the parking system in recent times. OBJECTIVES: The aim of this paper is to point out the negative impact of social law requirements on the parking of freight vehicles. The aim is also to propose the methodology of determining the necessary number of parking spaces for possible compliance with the requirements of social law. METHODS: Own research is realized by the numbering of parking spaces on selected routes in the EU and comparing with the number of freight vehicles on the route. RESULTS: We have shown that there are not enough parking areas for current transport flows in frame of whole EU. In assessing of the requirement of EU social law to prohibit weekly rest in the cab of a vehicle, we have come the conclusion that in current capacity of hotels in highway resting areas, it is not possible to meet this requirement of social law. CONCLUSION: The proposed methodology defines the needed number of parking places for a specific area. From the point of view of the sustainability of road freight transport, it is essential that parking areas are planned in accordance with regulatory requirements. Otherwise, drivers are forced to cheat, what leads to distortion of the whole road freight transport market.

Bicycle parking facilities are an important part of the transport system and their design can make bicycle transport more convenient. At a detailed level, the design of bicycle parking devices depends on how they relate to the bicycle's properties. This research seeks to provide a more detailed understanding of the characteristics and fleet of bicycles to inform better policy and practice. Set in Australia, an urbanised country aiming to increase a presently low bicycle mode share, the results are potentially useful to other low bicycle mode share cultures. Visual analysis reveals that although the relevant Australian standard describes a spatial envelope for bicycles, the envelope introduces a treatment of bicycle geometry at odds with vehicle characteristics; namely the contradiction that the spatial envelope in the standard significantly over states the volume of a bicycle, while at the same time the handlebars of the bicycle are inadequately accommodated. A random sample of 180 parked bicycles in Australian urban environments provides a detailed geometry database and shows that the Australian bicycle fleet is heterogeneous around clusters of geometry reflecting industry standards, but does not match with the spatial envelope provided in the standard. Photographic observations of these bicycles provide an insight into bicycle characteristics and parking behaviours, in particular revealing that 55% of the sample bicycles were not equipped with kick stands and thus depend on parking infrastructure for stability. Evidence from the field suggests that some bicycle users are willing to park bicycles more closely than suggested in the standard.