Parking management for promoting sustainable transport in urban neighbourhoods. A review of existing policies and challenges from a German perspective

ABSTRACT

The organisation of parking is a key challenge to more sustainable mobility in urban areas, as its pricing and availability affect the rates of private car ownership and use. However, changing parking policies is a challenging issue for local politicians and planners because residents frequently oppose changes or restrictions to conditions they have taken for granted such as on-street parking in a public space. The aim of this paper is firstly to assess how the parking policy of an urban neighbourhood can be structured to contribute to more sustainable mobility and to increase liveability in the neighbourhood. The second aim is to apply the policies reviewed to an example neighbourhood. For this purpose, we systematically reviewed academic literature and identified five types of relevant parking policies: (i) maximum parking requirements, (ii) physical detachment of residence and parking space, (iii) residential parking permits and the limitation of available parking space, (iv) performance-based pricing and (v) parking as a demand management strategy. We discovered that most research focuses on econometric models about parking and that studies rarely address the effects of parking on the quality of life in neighbourhoods. Therefore, we need further research regarding the relationship of parking and liveability. We conclude that for the implementation of such parking policies in an example neighbourhood, the municipality needs to develop a mobility vision for its city. It has to understand parking as a tool for transportation demand management to increase the acceptance of parking policy concepts and to avoid spillover problems. Finally, in the German case, as in most other countries, states and municipalities need to redesign their legal frameworks to be able to manage parking supply better and to react to changes related to digital developments and parking. The findings have implications for other European neighbourhoods regarding the transfer from research to local circumstances and applications for the whole city.     

共享单车停放需求影响因素分析和预测研究

为了解决城市共享单车的乱停乱放问题,本文基于北京市的共享单车出行大数据,提出了共享单车停放需求预测的多项Logit模型。首先分析了单车停放需求的影响因素,然后选取了时间、空间及天气方面的12个因素为自变量,通过Wald检验分析了这些因素与停放需求的相关性和显著性,基于多项Logit模型建立了共享单车的停放需求预测模型。结果表明:工作日、时段、商业区、所临道路类型、临近轨交站、高温、下雨、以及风力等级与共享单车停放需求显著相关;构建的预测模型总体预测准确率为77.5%,其中对出现频率最高的低停放需求预测准确率高达86.49%。     

城乡公交车违规停车的危害性探讨

城乡公交车站点长时间停车等客,站外随意停车等违规现象十分普遍,文章针对这一情况,通过交通事故案例分析,找出城乡公交车违规停车现象存在的原因,指出了违规停车的危害性并提出解决方法.     

Urban delivery industry response to cordon pricing, time-distance pricing, and carrier-receiver policies in competitive markets

The paper develops a set of analytical formulations to study the behavior of the urban delivery industry in response to cordon time-of-day pricing, time-distance pricing, and comprehensive financial policies targeting carriers and receivers. This is accomplished by modeling the behavior of receivers in response to financial incentives, and the ensuing behavior of the carrier in response to both pricing and the receivers’ decisions concerning off-hour deliveries. The analytical formulations consider both the base case condition, and a mixed operation with both regular hour and off-hour deliveries; two pricing schemes: cordon time of day, and time-distance pricing; two types of operations: single-tour, and multi-tour carriers; and three different scenarios in terms of profitability of the carrier operation, which include an approximation to the best case, the expected value, and the worst case. The analyses, both theoretical and numerical, highlight the limitations of pricing-only approaches. In the case of cordon time of day pricing, the chief conclusion is that it is of limited use as a freight demand management tool because: (1) in a competitive market the cordon toll cannot be transferred to the receivers as it is a fixed cost and (2) the structure of the cost function, that only provides an incentive to the carrier to switch to the off-hours when all the receivers in the tour switch to the off-hours. The analyses of time-distance pricing clearly indicate that, though its tolls could be transferred to the receivers and provide an incentive for behavior change, the magnitude of the expected toll transfers under real life conditions are too small to have any meaningful impact on receivers choice of delivery times. In essence, the key policy implication is that in order to change the joint behavior of carrier and receivers, financial incentives—or programs that foster unassisted off-hour deliveries—should be made available to receivers in exchange for their commitment to do off-hour deliveries. As the paper proves, if a meaningful number of receivers switch to the off-hours, the carriers are likely to follow suit.     

Synopsis of bicycle demand in the City of Toronto: Investigating the effects of perception,consciousness and comfortability on the purpose of biking and bike ownership

This paper provides an empirical basis for the evaluation of policies and programs that can increase the usage of bikes for different purposes as well as bike ownership. It uses an integrated econometric model of latent variable connecting multiple discrete choices. Empirical models are estimated by using a bicycle demand survey conducted in the City of Toronto in 2009. Empirical investigations reveal that latent perceptions of ‘bikeability’ and ‘safety consciousness’ directly influence the choice of biking. It is also found that the choice of the level of bike ownership (number of bikes) is directly influenced by latent ‘comfortability of biking’. The number of bikes owned moreover has a strong influence on the choices of biking for different purposes. It is clear that bike users in the City of Toronto are highly safety conscious. Increasing on-street and separate bike lanes proved to have the maximum effects on attracting more people to biking by increasing the perception of bikeability in the city, comfortability of biking in the city and increasing bike users’ sense of safety. In terms of individuals’ characteristics, older males are found to be the most conformable and younger females are the least comfortable group of cyclists in Toronto.