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Urban planning is transitioning away from the 'Predict and Provide' approach that accommodates automobility and towards the 'Demand Management' approach that prioritises alternatives that include active, shared, and public transport and restricts the convenience of automobility. While this transition could prove a sustainable solution for urban mobility, individuals already residing within auto-dependent settings may be unwilling or unable to relocate to high urban density where the alternatives are more viable. As such, restricting the automobility of these individuals potentially leaves them stranded throughout the urban form. The 'Multimodalism' approach is a pragmatic alternative that provides Park 'n' Rides, Kiss 'n' Rides, and feeder transit services that ensure everyone has access to rapid public transport yet the approach receives relatively little research attention. As such, researchers, policy makers, and planners are poorly equipped to influence intended multimodal travel behaviours or discourage the unintended such as 'railheading' towards more distantly located PnR. In this study, the transport planning and social psychology literature is examined to develop a conceptual model of travel behaviour, and for the first time, railheading behaviour is examined at the metropolitan-scale and explained using the conceptual model. The conceptual model and research findings strengthen the theoretical and empirical foundations for understanding travel behaviour, which in turn supports planning authorities and practitioners in promoting more sustainable transport behaviour, and in preparing for an urban future where Mobility-as-a-Service, ride-hailing, ride-sharing, eScooters, and autonomous vehicles become more integrated and commonplace. [ABSTRACT FROM AUTHOR]

We consider a shared transportation system in an urban environment where human drivers collect vehicles that are no longer being used. Each driver, also called a platoon leader, is in charge of driving collected vehicles as a platoon to bring them back to some given location (e.g., an airport, a railway station). Platoon allocation and route planning for picking up and returning automated vehicles is one of the major issues of shared transportation systems that need to be addressed. In this article, we propose a coalition game approach to compute (1) the allocation of unused vehicles to a minimal number of platoons, (2) the optimized tour of each platoon, and (3) the minimum energy consumed to collect all these vehicles. In this coalition game, the players are the parked vehicles, and the coalitions are the platoons that are formed. This game, where each player joins the coalition that maximizes its payoff, converges to a stable solution. The quality of the solution obtained is evaluated with regard to three optimization criteria and its complexity is measured by the computation time required. Simulation experiments are carried out in various configurations. They show that this approach is very efficient to solve the multiobjective optimization problem considered, since it provides the optimal number of platoons in less than a second for 300 vehicles to be collected, and considerably outperforms other well‐known optimization approaches such as multiobjective particle swarm optimization and nondominated sorting genetic algorithm. [ABSTRACT FROM AUTHOR]

This paper investigates time-series correlations between macroscopic travel speed and parking garage occupancy in downtown area, using the real-time parking occupancy data via SFPark.org and travel speed data from HERE Maps for San Francisco downtown areas as a data-driven case study. This study significantly expands recent work on instantaneous correlations by incorporating variables as time series. The equivalency between the nonlinear regression with logistic curves and the single-node single hidden layer neural network is established. By testing time delay neural network models, this study investigates the time delay effects between macroscopic travel speed and parking garage occupancy. The performance of single-layer multi-nodes nonlinear autoregressive with exogenous inputs neural network is evaluated, which suggests such types of time series neural networks can effectively forecast macroscopic travel speed by using travel speed and parking occupancy information with various forecasting delay tabs. [ABSTRACT FROM AUTHOR]

Problem, research strategy, and findings: Cities today face considerable land use, environmental, and economic challenges resulting from policies prioritizing automobiles and requiring ample off-street parking. In an effort to influence travel behavior and reduce parking supply, Buffalo (NY) adopted the Green Code in 2017. This zoning code reform repealed minimum parking requirements citywide and provided a "natural experiment" to investigate effects of parking deregulation among 36 major developments in its first 2 years. Our research produced two key findings. First, 47% of major developments included fewer parking spaces than previously permissible, suggesting earlier minimum parking requirements may have been excessive. Second, mixed-use developments introduced 53% fewer parking spaces than would have been required by earlier minimum requirements as developers readily took advantage of the newfound possibility to include less off-street parking. Aggregate parking spaces among single-use projects exceeded the earlier minimum requirements, suggesting developers of such projects were less motivated to deviate from accepted practices in determining the parking supply for urban development. Takeaway for practice: Eliminating parking minimums can reduce unnecessary parking supply and encourage development constrained by excessive minimum requirements. Land use, location, and transportation demand initiatives affect the quantity of off-street parking supplied in response to market conditions. Our findings suggest mixed-use developers are likely to take advantage of the ability to provide less parking in highly accessible locations. Though many developers quickly pivot to the newfound possibilities of providing fewer parking spaces, others continue to meet earlier requirements. Cities of all types stand to benefit from undoing constraining parking policies of the past and allowing developers to transform parking lots to "higher uses.". [ABSTRACT FROM AUTHOR]

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.

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.

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.

How much space do we give to cars? Traffic produces congestion, exhaust emissions and noise. These issues are the subject of daily debate, some of which is highly ideological. But it's not just moving traffic that burdens the quality of public space. Stationary vehicles have the same effect. Parked cars need a lot of space, and in built‐up areas this costs a great deal of money. The infrastructure for parked vehicles (such as high‐rise car parks) is expensive and gets in the way of building urgently needed affordable housing. In spite of this, legislators and the commissions that advise them shy away from deviating from the existing targets for the number of parking spaces per unit. Too great is the fear that reducing parking options could place an additional burden on municipalities and lead to conflict in the district and surrounding neighbourhoods. These contradictions are currently becoming more and more evident. Private transport is undergoing a process of transformation. We do not know how fast this transformation will take place or what specific form it will take. There is a great deal of uncertainty surrounding planning as a result. At the same time, one thing is clear: The requirements for internal urban densification, the improvement of public spaces and climate and resource protection can only be met by dramatically curtailing private transport and by reusing grey energy. We also need to reorganise urban water management in response to climate change. There needs to be local buffers in place for severe rain events, and we must use rainwater for irrigation purposes and for cooling evaporation. We can rise to these challenges using new operating and management models – or by reimagining the typologies of urban infrastructures. On the following pages, we introduce a number of pioneering projects and discuss their impact and their prospects. The focus is on examples from the city of Zurich, where political debate around the place of cars in the city has been ongoing for more than 20 years. Some remarkably simple solutions show that it is possible to take a different approach to private car ownership in one of the world's richest cities. And in other cities too. [ABSTRACT FROM AUTHOR]

Nowadays, parking spaces are scarce resources in urban cities. Travelers often spend too much time looking for available parking spaces, which increases travel time of travelers and results in additional traffic congestion. With the innovation and application of intelligent parking technology, parking spaces can be booked in the system in advance through mobile phone, which will greatly reduce the time for drivers to cruise and search for parking spaces. Targeted at the serious waste of parking resources, traffic congestion caused by too intensive parking demand in time and space, a parking allocation model considering the ability of dynamic and static traffic conversion is established with the goal of minimizing the total travel time of the travelers. Based on the dynamic traffic distribution model, considering the constraints of capacity of the road link, parking lot entrance and the number of the parking spaces in parking lot, the dynamic and static traffic is combined by considering the parking lot connection section as a conversion link to be added into the traffic network. And the solution method based on particle swarm optimization is proposed. Experimental results on a case (Beijing Chaoyang Joy City and surrounding parking lots) show that our parking allocation model works satisfactorily by effectively reducing the travel time of travelers and increase customer arrivals in shopping centers. From the point of view of traffic managers, the model can make the parking occupancy of all parking lots more balanced, which indicates that the model can help to better coordinate the available parking resources. In summary, the model proposed in this paper can not only divert the flow beyond the capacity of the road facilities at the connection of the parking lot, but also balance the utilization rate of the surrounding parking resources and reduce the dynamic traffic pressure, it is a proper way to develop the sustainable transportation. [ABSTRACT FROM AUTHOR]

Dwell time is defined as the time that delivery workers spend performing out-of-vehicle activities while their vehicle is parked. Restricting vehicle dwell time is widely used to manage commercial vehicle parking behavior. However, there is insufficient data to help assess the effectiveness of these restrictions. This makes it difficult for policymakers to account for the complexity of commercial vehicle parking behavior. The current study aims to identify factors correlated with dwell time for commercial vehicles. This is accomplished by using generalized linear models with data collected from five buildings that are known to include commercial vehicle activities in the downtown area of Seattle, Washington, USA. Our models showed that dwell times for buildings with concierge services tended to be shorter. Deliveries of documents also tended to have shorter dwell times than oversized supplies deliveries. Passenger vehicle deliveries had shorter dwell times than deliveries made with vehicles with roll-up doors or swing doors (e.g., vans and trucks). When there were deliveries made to multiple locations within a building, the dwell times were significantly longer than dwell times made to one location in a building. The findings from the presented models demonstrate the potential for improving future parking policies for commercial vehicles by considering data collected from different building types, delivered goods, and vehicle types. [ABSTRACT FROM AUTHOR]

One of the clearly outlined problems that urban planning has faced over the last two decades is the significant imbalance between available and necessary parking spaces in major cities and a significant difficulty to urban mobility. Allocation of existing parking spaces and creating new ones are associated with large and time - consuming changes in approaches to their construction and operation by the municipalities, business and citizens. The focus of the present research is aimed at the possibilities for improving the parking management and the optimal use of urban areas to provide cost effective and social fair use of parking spaces. [ABSTRACT FROM AUTHOR]

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.

Public views and perceptions surrounding parking demand and supply in Australian cities remain underexplored in the academic literature. In this exploratory study, we draw on written and oral qualitative data to set forth popular narratives and sentiments on parking supply and demand. We reveal two competing storylines. The first and more traditional one casts (free) parking as a "birthright" that is to be retained at all cost. The second and more recent storyline - which aligns closely to the position of contemporary planners - casts cars and parking as a "scourge" to be combated in order to restore urban liveability. We conclude that the emergence of this more recent storyline bodes well for the sustainability of urban areas. [ABSTRACT FROM AUTHOR]

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. [ABSTRACT FROM AUTHOR]

The paper is based on research conducted with support from the German Academic Exchange (DAAD) Research Stays for Academics funding. While German cities vary in their transport patterns and mobility cultures (Klinger et al. 2013; Scheiner 2012); they have in common federal laws including those defining the purpose of public streets and the basis of rights to them. This paper examines how such higher-level legal norms and rights relating to public streets shape and constrain parking management across heterogenous German cities. Following Treib et al. 's (2007) typology of modes of governance, the paper argues that certain binding or 'hard' federal policy dimensions frame competing claims to curb space. They do so in ways that privilege parked cars as traffic ; and that constrain the limited political frameworks within which German cities may vary their approaches to parking. They also define the conditions through which emerging forms of mobility are able to be established (Marsden et al. 2020). The paper draws on interviews, primarily with transport planners, undertaken to compare car parking approaches across 8 German cities with different transport mode shares; and on a desktop review of parking and related laws mentioned in these interviews. • Examines how higher-level legal norms and rights shape parking management in German cities of varying transport and mobility cultures. • German road laws restrict parking fines and use of revenue, define the purpose of streets as traffic , and define car parking as traffic. • Following Treib et al's (2007) typology of modes of governance, argues 'hard' federal policy dimensions frame competing claims to curb space. • Implications include high rates of illegal parking; limits to pricing or conversion of street space; and uneven take-up. • Road rights privileging parked cars encode 20th century automobility, and define conditions through which new forms of mobility may emerge. [ABSTRACT FROM AUTHOR]

System supported smart parking can reduce traffic by making it stress free to locate empty parking spaces, hence lowering the risk of unfocussed driving. In this study, we propose a smart parking system using deep learning and an application-based approach. This system has two modules, one module detects and recognizes a license plate (LP), and the other selects a parking space; both modules use deep learning techniques. We used two modules that work independently to detect and recognize an LP by using an image of the vehicle. To detect parking space, only deep learning techniques were used. The two modules were compared with other state-of-the-art solutions. We utilized the You Only Look Once (YOLO) architecture to detect and recognize an LP because its performance in the context of Saudi Arabian LP numbers was superior to that of other solutions. Compared with existing state-of-the-art solutions, the performance of the proposed solution was more effective. The solution can be further improved for use in the city and large organizations that have priority parking spaces. A dataset of LP-annotated images of vehicles was used. The results of this study have considerable implications for smart parking, particularly in universities; in addition, they can be utilized for smart cities. [ABSTRACT FROM AUTHOR]

The aim of the article is to find out about the public opinion of the inhabitants of the city of Piła about the functioning of the parking system, in which residents have problems finding a parking space. The most important issues in this field were reviewed. On the basis of the survey, car parks were designated, where it was proposed to modify the existing parking system by introducing intelligent parking systems. The results of the research, after analysis and summary of observations in the form of conclusions, are presented in the table and in the form of graphs. [ABSTRACT FROM AUTHOR]

This paper investigates the economics of curbside parking time limits. It argues that curbside parking time limits provide a way to subsidize short-term parking without generating cruising for parking. The paper develops the argument in the context of the integrated model of downtown parking and traffic congestion presented in Arnott and Rowse (2009), extended to incorporate heterogeneity in value of time and parking duration.

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.

Old communities in many cities in China have serious traffic problems, such as congestion, outdated facilities and chaotic traffic. Therefore, it is important to update the traffic environment of these communities. Based on a survey of five typical old residential communities in Changsha, China, this paper analyzes the effect of factors such as age, gender, education level, occupation, and car ownership on preferences for traffic environment renewal. Most residents can tolerate a maximum walking distance of no >300 m to a parking lot and no >500 m to a bus stop. Age, education level, and occupation were related to the longest walking distance to a parking lot that residents could accept. Gender, age, education level, and occupation were related to the longest walking distance to a bus station that residents could accept. A large proportion of residents currently have a walking range of >500 m during their routine activities. Most residents believed that it is necessary to ensure the separation of pedestrians and vehicles in the community and that vehicles should be parked in parking lots or garages instead of merely along the road. Gender and occupation were related to the walking distance range of residents in the community and whether residents thought it necessary to achieve pedestrian-vehicle separation. Age, education level, and occupation were related to the choice of parking mode.

A common complaint against changing parking requirements is that parking is critical for businesses to survive. Such statements are generally taken as a statement of fact by planners and local officials, yet there is little empirical work in support of this claim. This research examines how online business reviews reflect customer sentiment toward parking, and how this sentiment is associated with the supply of parking. The Phoenix, Arizona region is used for this analysis. The parking supply at the parcel level is combined with data from user-generated Yelp business reviews to assess satisfaction or frustration with parking at different types of businesses in commercial districts across the region. Results suggest that parking is mentioned in about 5% of overall reviews, and when mentioned in reviews it is most often as a negative characteristic of the establishment. Reviews that mention parking also give significantly lower ratings to businesses. The analysis shows that parking sentiment may be associated in some cases with parking supply, e.g. districts with more parking spaces per business tend to have more positive parking sentiment. Additionally, in areas with shared parking facilities, parking was generally viewed more positively or mentioned less frequently. These findings suggest that parking supply is part of a customer's overall perception of a business, though not a major component, and that shared parking facilities are not associated with negative reviews. Implications for policy are that shared parking can be part of an overall package of parking reforms that satisfy businesses and customers alike.

Many cities are grappling with how to regulate new shared mobility modes, including dockless e-scooters and bikes (i.e., “micromobility”). Transportation planners in these cities are particularly concerned about micromobility parking regulations, which have implications for the safety and mobility of riders and the general public. In this research, we investigate the parking practices as well as the frequency and types of parking violations of three types of vehicles operating on city sidewalks and streets: e-scooters, bikes, and motor vehicles. We collected original data on 3666 e-scooters, bikes, motor vehicles, and sidewalk objects in Austin, TX, Portland, OR, San Francisco, CA, Santa Monica, CA, and Washington, DC, to examine micromobility and motor vehicle parking practices. We find that motor vehicles impede access far more (24.7%) than bikes (0.3%) and e-scooters (1.7%). Ride-hail and food delivery drivers disproportionately impede access. Motor vehicles often impeded other travelers' access when dropping off or picking up people or food while double parking, parking in “No Parking” areas, or blocking driveways. Our findings suggest that micromobility companies are just one of several technology-enabled transportation services that should motivate cities to rethink parking policies.

Smartphone sensors can collect data in many different contexts. They make it feasible to obtain large amounts of data at little or no cost because most people own mobile phones. In this work, we focus on collecting motion data in the car using a smartphone. Motion sensors, such as accelerometers and gyroscopes, can help obtain information about the vehicle’s dynamics. However, the different positioning of the smartphone in the car leads to difficulty interpreting the sensed data due to an unknown orientation, making the collection useless. Thus, we propose an approach to automatically re-orient smartphone data collected in the car to a standardized orientation (i.e., with zero yaw, roll, and pitch angles with respect to the vehicle). We use a combination of a least-square plane approximation and a Machine Learning model to infer the relative orientation angles. Then we populate rotation matrices and perform the data rotation. We trained the model by collecting data using a vehicle physics simulator.

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.

This work deals with the need and possibility of building car parks in Bucharest above Dâmboviţa river. They included analyses referring to the evolution of the number of existing vehicles in Bucharest, an analysis of the number of vehicles in Bucharest, as compared to other European capitals, and also certain elements leading to the possibility and profitability of building a car park above Dâmboviţa River.

In this study, we examine the sustainability of downtown parking in the likely advent of driverless vehicles (DVs). The confluence of driverless, electric, and fleet-owned cars is likely to influence personal car use choice of travel modes. We ask where driverless cars could be staged during the day. We review 21 available practitioner forecasts on DV adoption, and project that net demand for parking in downtown Cleveland would drop by 20%–66% by 2035. The servicing and staging needs for the expected “robotaxi” fleet of 1,300–4,300 vehicles could be accommodated by city-owned overflow parking by the lakefront airport or football sports stadium.

Carsharing provides users access to a shared vehicle fleet for short-term use throughout the day, reducing the need for private vehicles. The provision of on-street and public off-street parking dedicated to carsharing is an important policy area confronting public agencies. As of July 2009, approximately 377,600 individuals were carsharing members in North America in about 57 metropolitan areas. A total of 17 jurisdictions, one state (California), and eight public transit operators in North America have formal and informal carsharing parking policies, pilot projects, and proposed legislation. These are reviewed in this paper, along with a framework for carsharing parking policy that reflects three levels of governmental support. In addition, the authors examine carsharing parking policies in three jurisdictions in the San Francisco Bay Area, which accounts for an estimated 50,000 carsharing members and 1,100 shared-use vehicles. Supporting this examination is an intercept survey on carsharing parking (n=425) conducted in the Bay Area. Results show that most people supported the conversion of some type of spaces for carsharing use, and 48% thought that carsharing organizations should compensate the city for on-street spaces. At the same time, converting most types of spaces was opposed by at least 20% of respondents. Neighborhood residents were generally more in favor of parking conversion for carsharing than people visiting the area for work or errands. Finally, a majority (61%) felt that non-profits should have priority over for-profit organizations for carsharing spaces and should pay less than for-profit organizations.

Urban street space is increasingly contested. However, it is unclear what a fair street space allocation would look like. We develop a framework of ten ethical principles and three normative perspectives on street space – streets for transport, streets for sustainability, and streets as place – and discuss 14 derived street space allocation mechanisms. We contrast these ethically grounded allocation mechanisms with real-world allocation in 18 streets in Berlin. We find that car users, on average, had 3.5 times more space available than non-car users. While some allocation mechanisms are more plausible than others, none is without disputed normative implications. All of the ethical principles, however, suggest that on-street parking for cars is difficult to justify, and that cycling deserves more space. We argue that ethical principles should be systematically integrated into urban and transport planning. [ABSTRACT FROM AUTHOR]