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Drawing on the California Household Travel Survey, we demonstrate strong associations between choosing to drive and having free parking at work or home. We find that the median household vehicle in California spends 22 hours a day parked, and that households with parking included in the rent or purchase price of their homes are more likely to drive,and less likely to use transit. We further find that employees with free parking at work are more likely to drive for their commutes. We estimate regressions that analyze the decision to work from home. Largely for data reasons, these regressions are less conclusive.

Copyright of Journal of Planning Education & Research is the property of Sage Publications Inc. and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Smart Rail Transit is the property of Smart Rail Transit Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

With the dramatic and recent growth in demand for curbside pick-up and drop-off by ride-hailing services, as well as online shopping and associated deliveries, balancing the needs of roadway users is increasingly critical. Local governments lack tools to evaluate the impacts of curb management strategies that prioritize different users' needs. The dwell time of passenger vehicles picking up/dropping off (PUDO) passengers, including ride-hailing vehicles, taxis, and other cars, is a vital metric for curb management, but little is understood about the key factors that affect it. This research used a hazard-based duration modeling approach to describe the PUDO dwell times of over 6,000 passenger vehicles conducted in Seattle, Wash. Additionally, a before-after study approach was used to assess the effects of two curb management strategies: adding PUDO zones and geofencing. Results showed that the number of passenger maneuvers, location and time of day, and traffic and operation management factors significantly affected PUDO dwell times. PUDO operations took longer with more passengers, pick-ups (as opposed to drop-offs), vehicle´s trunk access, curbside stops, and in the afternoon. More vehicles at the curb and in adjacent travel lanes were found to be related to shorter PUDO dwell times but with a less practical significance. Ride-hailing vehicles tended to spend less time conducting PUDOs than other passenger vehicles and taxis. Adding PUDO zones, together with geofencing, was found to be related to faster PUDO operations at the curb. Suggestions are made for the future design of curb management strategies to accommodate ride-hailing operations. [ABSTRACT FROM AUTHOR]

Transportation pricing policies aim to manage vehicular demand for parking, dense urban areas, roadways, and highway lanes. Although pricing policies take various forms, most were designed in a world before the sharing economy and ride-sourcing companies. Hence, the efficacy of existing pricing policies in a world with shared mobility services requires further consideration. Moreover, future pricing policies designed to handle private vehicles and shared ride-sourcing vehicles must consider the behavior of both sets of travelers and vehicle fleets. This study develops a conceptual framework to support systems level analysis of pricing policies for a world with private and shared vehicle usage. It qualitatively analyzes the impact of shared vehicles on the effectiveness of various pricing policies, while also considering the role of vehicle-to-infrastructure technology. This conceptual framework will support future research that uses activity-based travel demand and dynamic network assignment models to evaluate congestion pricing policies in an era of shared mobility. Additionally, the study presents a detailed review of the literature related to transportation pricing together with a trend analysis on congestion pricing policies in Transportation Research Board annual meeting titles and abstracts.

Background: Delegation of clinical tasks from physiotherapists to physiotherapy support workers is common yet varies considerably in musculoskeletal outpatient physiotherapy services, leading to variation in patient care. This study aimed to explore patients' preferences and estimate specific trade-offs patients are willing to make in treatment choices when treated in musculoskeletal outpatient physiotherapy services. Methods: A discrete choice experiment was conducted using an efficient design with 16 choice scenarios, divided into two blocks. Adult patients with musculoskeletal conditions recruited from a physiotherapy service completed a cross-sectional, online questionnaire. Choice data analyses were conducted using a multinomial logit model. The marginal rate of substitution for waiting time to first follow-up physiotherapy appointment and distance from the physiotherapy clinic was calculated and a probability model was built to estimate the probability of choosing between two distinct physiotherapy service options under different scenarios. Results: 382 patient questionnaires were completed; 302 participants were treated by physiotherapists and 80 by physiotherapists and support workers. There was a significant preference to be seen by a physiotherapist, have more follow-up treatments, to wait less time for the first follow-up appointment, to be seen one-to-one, to see the same clinician, to travel a shorter distance to get to the clinic and to go to clinics with ample parking. Participants treated by support workers did not have a significant preference to be seen by a physiotherapist and it was more likely that they would choose to be seen by a support worker for clinic scenarios where the characteristics of the physiotherapy service were as good or better. Conclusions: Findings highlight that patients treated by support workers are likely to choose to be treated by support workers again if the other service characteristics are as good or better compared to a service where treatment is provided only by physiotherapists. Findings have implications for the design of physiotherapy services to enhance patient experience when patients are treated by support workers. The findings will contribute to the development of "best practice" recommendations to guide physiotherapists in delegating clinical work to physiotherapy support workers for patients with musculoskeletal conditions. [ABSTRACT FROM AUTHOR]

In this digital era, smartphones have become very common among people around the world, where smartphones are often used as a communication tool that can help us communicate. Developments will continue to occur following the times that make the industry launch the latest products that come with complementary accessories that attract interest from consumers. With many industries launching the latest products. In addition, the industry also competes to distribute its products at affordable prices for the community. Toko Bintang Gatsu is a smartphone accessory and service store with quite affordable prices so that it is often visited by the surrounding community, which is located on Jl. Gatot Subroto Timur, No. 250, Tonja, North Denpasar District, Denpasar City. This Bintang store has quite a lot of consumers which causes the parking lot in the store to sometimes exceed capacity. In addition, the cause of excess parking capacity in the area is also influenced by the consumers of the swimming studio which is right next to the store. They collaborate with BSS Parking Company, which is engaged in parking management. The methods used in this analysis include observation or direct surveys in the field. The results showed that the capacity of the parking space at the location of the gatsu star store was that the capacity of two-wheeled vehicles exceeded from 08.45-10.15 and sometimes from 17.45-20.45 exceeded and according to the time interval, while for light vehicles began to exceed the capacity from 10.00-10.30 and also at 15.45-17.45. [ABSTRACT FROM AUTHOR]

Like many university cities, Champaign, Illinois, has recently experienced a surge in student housing in its Campustown neighborhood, with 25 developments and over 2500 new housing units built from 2008 to 2019. Four of the new buildings exceed 10 stories, far denser and more imposing than the Campustown of only two decades ago. The local conventional wisdom holds that this growth resulted from loosened zoning restrictions, an explanation we reject. Instead, our interviews and document analysis reveal a more complex interplay of infrastructure investment, university enrolment policies, developer decision-making, and investment capital. Our analysis shows how government, developer, and university stakeholders interacted with one another in what Norton Long called the local ecology of games, updating Campustown into a student dormitory for a larger and more elite student body. [ABSTRACT FROM AUTHOR]

As a traditional security officer in the community in Bali, Pecalang has a very important role, especially in maintaining the running of traditional and religious activities. Along with the progress of the times, apart from being a security officer for customary activities, Pecalang also has a duty as a police intelligence officer in providing information about the area he guards. The transformation of the duties of the pecalang requires the pecalang to be more active in updating information and knowledge about the tasks that are being carried out or will be carried out. In this study, the knowledge of the pecalang was explored on the duties of the pecalang as a traffic regulator, both in carrying out the duties as the person in charge of traffic flow diversion and parking vehicle conditioning. The method used in this study is a data collection method with a questionnaire or questionnaire where the questions asked are divided into several question topics related to the task of pecalang as a traffic controller. Based on the analysis of the questionnaire collected, the results of the knowledge of the Pecalang of Pakraman Cemagi Village related to their duties as a traffic regulator are as follows: the pecalang already understands or knows about traffic and the duties of the pecalang, about traffic signs, about traffic procedures, and about parking. It was concluded that the knowledge of Pecalang of Pakraman Cemagi Village related to his duties as a traffic controller, both in carrying out his duties as the person in charge of diverting traffic flow and conditioning parking vehicles for the community and tourists is as follows,Pecalang does not understand or does not know about regulations and laws related to traffic. [ABSTRACT FROM AUTHOR]

Minimum parking requirements (MPRs) have been criticized for creating excess parking, degrading urban form, reducing housing affordability, and encouraging automobile dependency. As a result, many American cities have begun to reduce or remove parking minimums in some or all areas. However, existing research on the effects of these policy changes has focused only on the analysis of parking supply. We investigated the broader results of parking reform at a small university city in the Midwest that removed MPRs for downtown and university districts. Our quasi-experimental research found that onsite parking construction in the deregulated zones decreased dramatically, from 108% of the earlier requirement to only 46%, clearly indicating that MPRs had enforced oversupply of parking. Of the 43 new major developments built in the 7 years following the parking reform, 84% provided less parking than previous requirements, including eight developments with zero parking. The reduction in onsite parking led to more efficient use of existing parking stock, both public and private. Furthermore, the removal of MPRs, combined with other policies, helped improve urban form by increasing housing density, promoting active building frontages, and guiding a growing share of new developments to transit-rich and walkable districts. American cities stand to benefit greatly by relaxing or repealing parking requirements. Cities that expect resistance to parking reforms can take a targeted and incremental approach, first removing MPRs in denser areas such as downtowns, transit corridors, and other prime districts where an oversupply of parking is typically being reinforced by uniform MPRs. The case of Champaign (IL) demonstrates that a targeted district-scale reform is likely to encounter minimal opposition. [ABSTRACT FROM AUTHOR]

Curb parking is notoriously difficult to find in certain parts of New York City (NYC). NYC Department of Transportation (DOT) is considering implementing demand-responsive pricing for its passenger metered spaces to manage parking demand. This is a pricing mechanism whereby the price of curb parking fluctuates spatially and temporally in accordance with expected or actual demand. This report assesses successful permanent citywide implementations of demand-responsive curb pricing in San Francisco and Seattle to determine the most effective strategies for NYC DOT: these include using meter transaction data and historical occupancy data to estimate current parking occupancy and exploring possibilities of vehicle-mounted license plate recognition technology. To help make demand-responsive pricing more efficient and politically acceptable, the city can implement additional policies such a two-tier system for disability placards to target placard abuse or parking benefit districts to direct meter revenue toward public services on metered blocks. A data-driven demand-responsive curb pricing program that follows a set model for rate adjustments, in conjunction with technology and legislation changes to increase support for the program and reduce parking violations, as described in this report, can effectively increase parking availability in New York City and guide other city transportation agencies in their efforts to do the same.

Urban transformation in the postsocialist Global East was heavily determined by the mass privatization of state assets and by a dramatic increase in car ownership. Tbilisi, Georgia, has experienced these significant changes. The upsurge in private vehicle ownership was brought about by failing public transit, ineffective planning, suspended vehicle quality control and greater individualism. The problem has been exacerbated on two fronts in Tbilisi: new buildings built since the 1990s are now consuming former open spaces, while more people seek parking for their cars in the few crowded remaining areas leading to competition for parking space. Households of residential buildings are devising strategies for guarding nearby areas suitable for parking, while non-driving residents are at a loss to use these formerly open spaces for other purposes. Barriers are installed by the car-owning residents of apartment blocks to impose the primary function of parking to shared residential courtyards, an understudied communal space, turning them into part of the city's automobility system. The article relies on data from in-depth interviews with city officials and residents of affected areas, policy documents and field observations from the districts of Tbilisi most affected by such change. It argues that the changes started with the privatization of urban space and followed by an increase in the dominance of the automobile in Tbilisi have led to the rapid modification and deterioration of collective areas of multistory apartment blocks and created factors that are transforming courtyards from leisure space into the part of Tbilisi's automobility system. [ABSTRACT FROM AUTHOR]

To improve the robustness and effectiveness for detecting free parking spaces, we propose a LiDAR-based parking sensing system, which contains multi-modules, i.e., perception, free space parking lots' construction, parking space tracking and obstacle detection. Comprehensive experiments demonstrate that our LiDAR-based parking sensing system can not only predict free parking spaces at a long distance, but also can achieve superior performance in terms of recall rate and accuracy of detected parking spaces. Moreover, our proposed LiDAR-based parking sensing system can achieve a significant gain over the ultrasonic-based one. Therefore, our proposed system can act an effective solution for detecting free parking slots at a long distance in the field of autonomous driving. [ABSTRACT FROM AUTHOR]

This study introduces a methodology to model parking cost and residential parking zones within the agent-based simulation framework MATSim. An overview of related research and a description of the implementation are given. The results suggest that parking pricing has a larger impact on the share of motorized transport than longer access and egress walks to the activity. Raising parking costs could prove to be an effective tool to reduce motorized transport. [ABSTRACT FROM AUTHOR]

This work addresses the challenges of implementing shared e-scooter services (SSS) in urban areas. Despite their potential for sustainable mobility, issues like road safety and street cluttering persist. Policy regulation is crucial, and recent efforts have focused on free-floating e-scooter parking legislation. To assist decision-making, this paper proposes an agent-based framework to design SSS parking supply and evaluate its impact. The methodology is applied in Lyon, France, where the SSS is gaining more and more territory. The main outcomes show parking regulation can introduce conflicting objectives, with a reduction of SSS use due to an increase in the access and egress walking distance. [ABSTRACT FROM AUTHOR]

Copyright of VLC Arquitectura is the property of VLC Arquitectura and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Parking supply is one of the most neglected elements of the built environment in travel behavior research, despite evidence linking parking with vehicle use. As transportation impacts of new development are increasingly measured by vehicle miles traveled (VMT), explicitly connecting parking characteristics with vehicle travel is necessary to better inform transportation and land use policy. In this paper, we begin to address this research gap and explore the relationship between constrained parking and household VMT. Utilizing the 2017 National Household Travel Survey (NHTS) California add-on sample, we estimate residential parking constraint for households in Los Angeles County. Then, we develop a two-level model framework. Level 1 (Cost) models estimate travel costs, represented by vehicle ownership as a function of parking constraints, the built environment, and demographics. Level 2 (Demand) models regress household-level total and homebased-work VMT on predicted vehicle ownership, controlling for temporal and environmental characteristics. To further explore the relationship between parking and VMT by place type, we applied Level 1 and Level 2 models to develop a suite of scenarios for typical households in Los Angeles County. Our findings support the hypothesis that the built environment (including parking) influences VMT through travel costs (vehicle ownership). Results from scenarios analysis reveal constrained on-site residential parking (

This paper presents a historical analysis of the Perth Parking Policy (PPP) and associated parking levy, exploring the institutional dynamics in inner-city car parking policy. The analysis draws on a range of archival material and interviews to identify four periods of the policy's history, each characterised by distinct dynamics in institutional logic and patterns of change. Since its introduction in 1999, the core institution of the PPP has endured, withstanding external threats such as COVID-19 and internal dynamics within the policy design. Proposed changes to the policy at the end of historical period investigated here point to the further influence of political dynamics in the PPPs future. The analysis reveals various institutional logics influencing the PPP's history, highlighting the complex sets of relationships that shape parking policy in inner city areas. [ABSTRACT FROM AUTHOR]

Transit-oriented development (TOD) around metro stations is an important measure to support urban low-carbon transportation and reduce reliance on automobiles for travel. At present, several cities in China have reduced the homogenization values of parking allocation indicators for buildings around metro stations. However, few studies focus on the impact of metro station energy level differences, distance differences and other factors on parking demand. Based on the traditional “node-place model” of metro stations, the “connection” dimension evaluation of stations was introduced to evaluate the impact of the transportation transition process from metro stations to surrounding buildings. A quantitative comprehensive index model for TOD of metro stations was constructed to reflect the impacts of metro station types, traffic connection conditions, and travel distances on parking demand changes. A calculation method for the impact of metro station TOD comprehensive index on surrounding building parking allocation indicators was also proposed. Finally, the revision of parking allocation indicators in Nanjing was taken as an example to show the calculation method for the reduction of parking allocation indicators for the buildings around the metro stations based on the measurement of TOD comprehensive index of different urban districts and categories of metro stations. [ABSTRACT FROM AUTHOR]

Gambir Tembung Market is one of the centers of community trading activities located in Percut Sei Tuan sub-district, Deli serdang regency. This market is located at the intersection of Tembung main road (Medan - Batang Kuis), Pasar VII street and gambir VIII market road which is the main access for the people of Deli Serdang to Medan City. The purpose of this study is to analyze and identify parking needs in Pasar Gambir Tembung, including the extent of parking demand and how much capacity is needed. The study as a whole will provide insight into the relationship between the independent variable and the dependent variable, as well as how much the independent variable contributes to the dependent variable. From the results of the analysis of the parking space needs model, the number of parking areas needed by motorists when carrying out activities in Gambir Tembung Market is 2608,001 m2. The parking space requirement model that best represents the accumulated parking lot of Pasar Gambir Tembung is the variable power regression model Market Area (X1) with the equation Y=35.673+0.368X1 and an R-square value of 0.770. The conclusion of the parking space requirement model that best represents the accumulation of parking in Pasar Gambir Tembung is the variable power regression model Market Area (X1) with the equation Y = 35.673 + 0.368X1 and an R-square value of 0.770 [ABSTRACT FROM AUTHOR]

Accessory dwelling units (ADUs) are small, self-contained housing units that share the same lot as a primary dwelling, usually a single-family detached house. In places with major housing shortages ADUs can be an efficient and cost-effective way to increase supply. Over the last few years, the California Legislature has passed laws to reduce barriers to permitting ADUs, and some California cities have liberalized their regulations even further. However, loosening ADU regulations—particularly those related to parking—can spark neighborhood opposition to ADUs. Recent surveys indicate that both homeowners and local government staff remain concerned that ADUs will overwhelm neighborhood parking supplies.Whether these concerns are justified is unclear. A UC Davis-led research team surveyed 396 homeowners in Sacramento and collected lot size and other data to investigate whether the total effective parking supply of the average single-family detached home is sufficient to accommodate the vehicles associated with the residents of both a primary dwelling and a potential ADU. This policy brief summarizes the findings from that research and provides policy implications.View the NCST Project Webpage

The transportation sector is responsible for a significant part of the U.S.’s greenhouse emissions, with a considerable amount being generated by medium-and heavy-duty trucks. However, when it comes to the trucking industry, ‘green’ routing studies do not consider other critical practical factors, like working hours regulations and parking availability. Due to parking shortages, routes and schedules that do not account for parking availability may lead to last-minute changes that make them more polluting than expected. Similarly, working hours regulations influence the timing of required rest stops, which may force drivers to deviate from initially selected routes and schedules with negative consequences to fuel consumption and emissions.This study addresses a variant of the shortest path and truck driver scheduling problem under parking availability constraints which focuses on optimizing fuel consumption and emissions by controlling the truck's travel speed and accounting for time-dependent traffic conditions. As it is impossible to be absolutely certain about the future parking availability of any location during planning, the case of stochastic parking availability was also studied. When studying the trade-offs between prioritizing emissions reduction or trip duration, it was found that although focusing on emissions reduction can increase trip duration significantly, this impact is greatly reduced when considering scenarios with limited parking availability. The problem formulation was further extended to model drivers’ possible recourse actions when unable to find parking and the ensuing costs. This formulation was used to study how the solutions are affected by the level of information provided to drivers. It was found that ignoring uncertainty in parking availability results in inconsistent performance even when restricting parking to periods when probability of finding parking is high. Furthermore, results might not reflect the intent of the cost function used, e.g., minimizing illegal parking events and/or the priority assigned to emissions reduction. Giving drivers full information about the probability of finding parking at any time/location significantly improves performance and reduces illegal parking-related risks, but also substantially increase problem complexity and computation time. Using full information regarding parking availability but restricting the parking times to high availability time-windows can reduce complexity while maintaining consistent, although reduced, performance.View the NCST Project Webpage

AbstractWe analyze what ridehail drivers do when searching for paid fares. We use a dataset of 5.3 million trips in San Francisco and partition each search trip into cruising, repositioning, and parking segments. We find that repositioning accounts for nearly two-thirds (63%) of the time between trips, with cruising and parking accounting for 23% and 14% respectively (these figures exclude short trips). Our regression models suggest that drivers tend to make reasonable choices between repositioning and parking, heading to high-demand locations based on the time of day. However, we also find evidence of racial disparities, supporting previous studies of both taxis and ridehailing that indicate that drivers tend to avoid neighborhoods with high proportions of residents of color.

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.

Curbspace is a limited resource in urban areas. Delivery, ridehailing and passenger vehicles must compete for spaces at the curb. Cities are increasingly adjusting curb rules and allocating curb spaces for uses other than short-term paid parking, yet they lack the tools or data needed to make informed decisions. In this research, we analyse and quantify the impacts of different curb use allocations on curb performance through simulation. Three metrics are developed to evaluate the performance of the curb, covering productivity and accessibility of passengers and goods, and CO2 emissions. The metrics are calculated for each scenario across a range of input parameters (traffic volume, parking rate, vehicle dwell time, and street design speed) and compared to a baseline scenario. This work can inform policy decisions by providing municipalities tools to analyse various curb management strategies and choose the ones that produce results more in line with their policy goals. [ABSTRACT FROM AUTHOR]

In Smart Cities, vehicles can share intentions and retrieve information through IoT (Internet-of-Things) devices. This work proposes a reservation system that exploits communication between vehicles and city infrastructure to reduce the time a road user needs to find parking. The system is designed to manage the coexistence of next-generation vehicles, that communicate with city infrastructure and traditional vehicles that don’t. We reconstructed an IoT-instrumented urban area using the MATSim simulator to evaluate the system. The proposed system reduces the parking search time of next-generation vehicles without disadvantaging traditional vehicles, making it a candidate for scenarios where both vehicle types coexist. [ABSTRACT FROM AUTHOR]

In many areas of Baghdad, the capital of Iraq, there has been an unplanned and random shift in urban land use where a significant portion of the residential land within the city has been converted to commercial uses. This alteration in land use has led to severe traffic congestion due to the influx of vehicles frequenting these areas, the streets' insufficient capacity to handle the vehicular traffic, and a lack of adequate parking spaces. The research aims to develop a statistical model to calculate the needed parking spaces in Baghdad's commercial areas. It is estimated that the required vehicle parking can be determined by the areas of the buildings. The research concludes that certain commercial activities, such as restaurants and stores, necessitate more vehicle parking compared to other commercial activities, and the demand for parking spaces is directly proportional to the commercial activities' area. [ABSTRACT FROM AUTHOR]

The number of electronic vehicles increase steadily while the space for extending the charging infrastructure is limited. In particular in urban areas, where parking spaces in attractive areas are famous, opportunities to setup new charging stations is very limited. This leads to an overload of some very attractive charging stations and an underutilization of less attractive ones. Against this background, the paper at hand presents the design of an e-vehicle reservation system that aims at distributing the utilization of the charging infrastructure, particularly in urban areas. By applying a design science approach, the requirements for a reservation-based utilization approach are elicited and a model for a suitable distribution approach and its instantiation are developed. The artefact is evaluated by simulating the distribution effects based on data of real charging station utilizations. [ABSTRACT FROM AUTHOR]

Parking supply is one of the most neglected elements of the built environment in travel behavior research, despite evidence linking parking with vehicle use. As transportation impacts of new development are increasingly measured by vehicle miles traveled (VMT), explicitly connecting parking characteristics with vehicle travel is necessary to better inform transportation and land use policy. In this paper, we begin to address this research gap and explore the relationship between constrained parking and household VMT. Utilizing the 2017 National Household Travel Survey (NHTS) California add-on sample, we estimate residential parking constraint for households in Los Angeles County. Then, we develop a two-level model framework. Level 1 (Cost) models estimate travel costs, represented by vehicle ownership as a function of parking constraints, the built environment, and demographics. Level 2 (Demand) models regress household-level total and homebased-work VMT on predicted vehicle ownership, controlling for temporal and environmental characteristics. To further explore the relationship between parking and VMT by place type, we applied Level 1 and Level 2 models to develop a suite of scenarios for typical households in Los Angeles County. Our findings support the hypothesis that the built environment (including parking) influences VMT through travel costs (vehicle ownership). Results from scenarios analysis reveal constrained on-site residential parking (< 1 parking space per dwelling unit), accounts for an approximate 10–23 percentage-point decrease in VMT within each place type. Finally, implications for practice and future research are presented. [ABSTRACT FROM AUTHOR]

Abstract What can a parking pad at the front of a house and agent orange, a defoliant used by the US military in its “Operation Ranch Hand” during the war in the Vietnam, possibly have in common? How unsafe does everything need to become to justify action? These are just a few of the questions at the centre of the stories I share in this piece; a piece that traces my/our experience trying to “get” something from our city to make access happen, and another story from decades earlier centred on restorative justice and the toxic chemical (dioxin) legacy of the American war in Vietnam. [ABSTRACT FROM AUTHOR]

The advent of autonomous vehicles (AV) is expected to significantly impact the built environment in the long-term. However, the mechanism through which these effects would occur is not known. This study aims to develop conceptual frameworks in the form of causal loop diagrams to enhance understanding through a systematic scoping review of the literature. The review process followed the PRISMA framework and 82 eligible studies were sourced from the Scopus and Web of Science databases. Data were extracted for six attributes of the built environment (parking, density, land use diversity, destination accessibility, urban sprawl and street design). Both qualitative/speculative and quantitative findings are presented stratified by AV types (i.e. shared-autonomous vehicle and private autonomous vehicles), and geographical contexts (i.e. citywide, suburbs and central business district). The findings show that the long-term effects of AVs on the built environment would not be uniformly distributed across the city and vary by AV types. Built environment effects would occur through changes in accessibility, the redistributive demand for parking spaces and other mechanisms. The study provides a knowledge repository and identifies gaps in knowledge for researchers and practitioners interested in the long-term effects of AVs on the built environment. [ABSTRACT FROM AUTHOR]