Biruk Mulu
Biruk Mulu
Biruk Mulu
Advisor
Dr. Bikila Teklu
April 2017
Addis Ababa University
Addis Ababa Institute of Technology
School of Civil and Environmental Engineering
Graduate studies
I, the undersigned, declare that this thesis is my original work performed under the supervision
of my research advisor Dr. Bikila Teklu and has not been presented as a thesis for a degree in
any other university. All sources of materials used for this thesis have been duly acknowledged.
Name: Biruk Mulu
Signature _______________
Place: Addis Ababa Institute of Technology
Addis Ababa
Date: April, 2017
Acknowledgements
First, and foremost, I thank the almighty God for giving me the opportunity to pursue my
graduate study at school of Civil and Environmental Engineering, Addis Ababa University.
I would like to express my special deep gratitude to Dr. Bikila Tekelu, the advisor of my thesis,
for all his help and advice throughout the entire work; for all what he delivered to me in class
sessions during my stay in the university.
I also appreciate the support of the school of Civil and Environmental Engineering at Addis
Ababa Institute of Technology.
I would like to thank the Addis Ababa transport bureau staff members for providing me with
latest, relevant and valuable data and information.
I want to thank my friend Mr. Misgana Birhanu for his great support during data collection and
for his valuable ideas.
Finally, I must express my very profound gratitude to my parents for providing me with unfailing
support and continuous encouragement throughout my years of study and through the process of
researching and writing this thesis.
i
Abstract
This study was intended to analyze the parking demand and supply of Arat kilo to Piazza road.
The study establishes the peak parking demand rates by land use analysis for each land uses and
compared with the ITE peak parking demand rate standards. The data were collected by on-site
survey including counting of the parking volume in each time interval of the day and calculating
of some parking statistical terms by using license plate survey. In addition to this some
questionnaires were distributed to the drivers to strength the parking demand of the area.
The results suggest that the street needs many more additional parking spaces in the case of both
for the actual and ITE parking demand rates. Beside this the derived actual peak demand rates
shows that there is a gap between the two standards and as a result, directly applying the ITE
standards to the study area may not be appropriate as it may not be economical to the current
growth of country.
The research conclude that the main problem of parking in the area is lack of enough on-street,
off-street and building parking space supplies, lack of parking policy and management system,
absence of parking signs and marks results which results confusion for finding available parking
spaces and lack of knowledge of users for parking usage and shared parking strategies.
ii
Table of Contents
Acknowledgements ...................................................................................................................................... i
Abstract........................................................................................................................................................ ii
List of Tables ............................................................................................................................................... v
List of Figures............................................................................................................................................ vii
Acronyms …………………………………………………………………………………………………ix
Chapter 1 Introduction............................................................................................................................... 1
1.1 Background of the study .................................................................................................................... 1
Chapter 2 Literature Review ..................................................................................................................... 5
2.1 Conceptual Background ..................................................................................................................... 5
2.1.1 Parking ........................................................................................................................................ 5
2.1.2 Parking type ................................................................................................................................ 5
2.1.3 Parking space .............................................................................................................................. 8
2.1.4 Parking demand ........................................................................................................................... 8
2.1.5 Parking supply............................................................................................................................. 9
2.2 Effects of parking on urban traffic ..................................................................................................... 9
2.3 Parking demand and supply analysis ............................................................................................... 10
2.3.1 Parking demand ......................................................................................................................... 10
2.3.2 Parking supply ........................................................................................................................... 12
2.4 Parking pricing ................................................................................................................................. 14
2.5 Parking management ........................................................................................................................ 15
2.5.1 Parking Management Strategies................................................................................................. 15
2.6 Perception of parking problems ....................................................................................................... 22
2.7 Parking surveys ................................................................................................................................ 24
2.7.1 In-out survey ............................................................................................................................. 24
2.7.2 Fixed period sampling ............................................................................................................... 24
2.7.3 License plate method of survey ................................................................................................. 24
2.8 Impact of parking ............................................................................................................................. 25
2.9 Parking Space Dimensions ............................................................................................................... 25
2.10 Regulatory Measures for on Street Parking ................................................................................... 27
2.11 Modelling innovations ................................................................................................................... 28
2.12 Benefits of Parking......................................................................................................................... 13
2.13 Forecasting Space Availability....................................................................................................... 29
Chapter 3 Research Methodology ........................................................................................................... 30
3.1 Site investigations ............................................................................................................................. 30
3.2 Primary and secondary data collections ............................................................................................ 30
iii
3.3 Determination of parking demand ................................................................................................... 32
3.3.1 Parking demand estimation based on specific land uses ............................................................ 32
3.4. Determination of parking supply ..................................................................................................... 33
Chapter 4 Result and Analysis................................................................................................................. 34
4.1 Inventory of Existing Parking Facilities ........................................................................................... 34
4.2 Summary of existing Parking supply ................................................................................................ 43
4.3 Survey data and Analysis ................................................................................................................. 45
4.3.1 At the right side of the road....................................................................................................... 45
4.3.2 At the left side of the road ......................................................................................................... 74
4.4 Expected parking demand ................................................................................................................ 99
4.4.1 Parking demand generators ....................................................................................................... 99
4.4.2 Actual versus ITE peak demand rates ....................................................................................... 99
4.4.3 Parking demand calculations using actual and ITE peak demand rates .................................. 101
4.4.4 Additional parking space required .......................................................................................... 103
4.5 Parking survey/questionnaire ......................................................................................................... 105
4.5.1 Study population size .............................................................................................................. 105
4.5.2 Sample Size ............................................................................................................................. 106
4.5.3 Results and analysis of questionnaires .................................................................................... 106
Chapter 5 Conclusions and Recommendations .................................................................................... 110
5.1 Conclusions ..................................................................................................................................... 110
5.2 Recommendations ........................................................................................................................... 112
Future studies .......................................................................................................................................... 114
References ................................................................................................................................................ 115
Appendix A-1............................................................................................................................................ 117
Appendix A-2............................................................................................................................................ 118
Appendix A-3............................................................................................................................................ 119
Appendix B ............................................................................................................................................... 120
Appendix C ............................................................................................................................................... 122
iv
List of Tables
Table 2.1 : parking demand rate and their corresponding sources .............................................................. 11
Table 2.2: Typical peak parking periods for various land uses................................................................... 16
Table 2.3 parking regulations for varies activities ...................................................................................... 17
Table 2.4: Conventional and Smart Growth Parking Policies .................................................................... 20
Table 2.5 parking space dimensions ........................................................................................................... 25
Table 4.1 on-street parking supply at the right side of the road .................................................................. 43
Table 4.2 off-street parking supply at the right side of the road ................................................................. 43
Table 4.3 building parking supply at the right side of the road .................................................................. 43
Table 4.4 on-street parking supply at the left side of the road .................................................................... 44
Table 4.5 off-street parking supply at the left side of the road ................................................................... 44
Table 4.6 building parking supply at the left side of the road..................................................................... 44
Table 4.7 Total parking supply at the right and left side of the road .......................................................... 44
Table 4.8: license plate survey data result, R-001 on Monday July 11, 2016 from 4:00PM-5:00PM ........ 46
Table 4.9: license plate survey data result on Monday July 11, 2016 from 1:00PM-2:00PM .................... 49
Table 4.10: license plate survey data result, R-003, on Monday July 13, 2016 from 5:00PM-6:00PM ..... 51
Table 4.11: license plate survey data result, R-004, on Monday July 13, 2016 from 4:00PM-5:00PM ..... 53
Table 4.12: license plate survey data result, R-004, on Monday August 8, 2016 from 1:00PM-2:00PM .. 55
Table 4.13: license plate survey data result, R-006, on Monday August 8, 2016 from 1:00PM-2:00PM .. 57
Table 4.14: license plate survey data result, R-007, on Friday July 15, 2016 from 2:00PM-3:00PM ........ 59
Table 4.15: license plate survey data result, R-008, on Monday August 8, 2016 from 4:00PM-5:00PM .. 61
Table 4.16: license plate survey data result, R-009, on Monday August 8, 2016 from 3:00PM-4:00PM .. 63
Table 4.17: license plate survey data result, R-011, on Thursday August 11, 2016 from 4:00PM-5:00PM
.................................................................................................................................................................... 66
Table 4.18: license plate survey data result, R-012, on Thursday August 8, 2016 from 1:00PM-2:00PM 68
Table 4.19: license plate survey data result, R-013, on Thursday August 11, 2016 from 10:00AM-
11:00AM ..................................................................................................................................................... 70
Table 4.20: license plate survey data result, R-009, on Thursday August 11, 2016 from 1:00PM-2:00PM
.................................................................................................................................................................... 72
Table 4.21: license plate survey data result, L-001, on Monday August 8, 2016 from 11:00AM-12:00PM
.................................................................................................................................................................... 75
Table 4.22: license plate survey data result, L-002, on Thursday August 11, 2016 from 4:00PM-5:00PM
.................................................................................................................................................................... 77
v
Table 4.23: license plate survey data result, L-003, on Monday August 8, 2016 from 4:00PM-5:00PM .. 79
Table 4.24: license plate survey data result, L-004, on Thursday August 15, 2016 from 4:00PM-5:00PM
.................................................................................................................................................................... 81
Table 4.25: license plate survey data result, L-004, on Friday August 11, 2016 from 12:00PM-1:00PM . 83
Table 4.26: license plate survey data result, L-005, on Friday July 15, 2016 from 1:00PM-2:00PM ........ 85
Table 4.27: license plate survey data result, L-006, on Friday July 15, 2016 from 1:00PM-2:00PM ........ 87
Table 4.28: license plate survey data result, L-007, on Friday July 15, 2016 from 1:00PM-2:00PM ........ 89
Table 4.29: license plate survey data result, L-008, on Friday July 15, 2016 from 9:00AM-10:00AM..... 91
Table 4.30: license plate survey data result, L-009, on Friday July 15, 2016 from 5:00PM-6:00PM ........ 93
Table 4.31: license plate survey data result, L-010, on Wednesday September 14, 2016 from 1:00PM-
2:00PM........................................................................................................................................................ 95
Table 4.32 Actual versus ITE peak demand rates at the right side of the road ......................................... 100
Table 4.33 Actual versus ITE peak demand rates at the left side of the road ........................................... 101
vi
List of Figures
vii
Figure 4.22: Accumulation curve, L-004 at Dink Sira complex, off-street parking, July 15, 2016. .......... 80
Figure 4.23: Accumulation curve, L-004 at Dink Sira complex, Building parking, August 11, 2016. ...... 82
Figure 4.24: Accumulation curve, L-005 at Ethiopian Press Agency, July 15, 2016. ................................ 84
Figure 4.25: Accumulation curve, L-006 at Bilo‟s Pastry, July 15, 2016................................................... 86
Figure 4.26: Accumulation curve, L-007 at ASLDMO, July 15, 2016....................................................... 88
Figure 4.27: Accumulation curve, L-008 at Mega books, July 15, 2016. ................................................... 90
Figure 4.28: Accumulation curve, L-009 at Channel Five, July 15, 2016. ................................................. 92
Figure 4.29: Accumulation curve, L-004 from Ras Mekonnen Bridge to CBE/piazza branch, September
14, 2016. ..................................................................................................................................................... 94
Figure 4.30: land use area output for parking-lot 1/Meseret café……………..…………………… ……99
viii
Acronyms
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Chapter 1 Introduction
1.1 Background of the study
Parking is an essential component of the transportation system. Parking in Addis Ababa is very
critical, most parking is done on the street and it clogs major transportation arteries. Parking
demands exceed available supply. There has not been sufficient off-street parking available or
developed over the last ten years of the master plan‟s implementation period. Off-street parking
is usually found in private and government premises, or fuel stations. In few areas small
underground parking is available under high rise buildings.
Addis Ababa has a large concentration of motorized vehicles. About 80 percent of the total
vehicles in the country operate in the city. According to (Ministry of transport, 2011), in 2011,
registered vehicles in the capital city have reached 202,123.it has 27.27 percent growth when
compared with 2006 data that was 158,252. The number of paid parking places on street
increased from 19 in 2003 to 72 in 2008. Management of parking spaces is left to registered
parking operators „associations. Parking related jobs increased from 207 in 2003 to 1,244 in
2008. This number is expected to be growing at a rapid pace with the development of the socio-
economic activity of the city and growing purchasing power of its people. This challenge
demands proactive planning to accommodate the growth. According to studies there seems to
exist no comparative parking strategy. “Neither the city‟s transport authority, nor Addis Ababa
city roads authority nor urban land administration of Addis Ababa claim responsibility to the
development of off-street parking,” In addition, there is no responsible agency to claim for the
development of parking of different forms-off-street parking, parking lot, underground garage,
multi-story parking. Although now days one of the proposals of the revised master plan of the
city is the provision of adequate parking spaces by developing proper off-street parking facilities
to reduce bottlenecks and congestion at critical road intersections and locations.
Arada sub-city which is one of the 10 sub-cities in Addis Ababa, with an area of 9.5km2, a
population size of 212009 and a population density of 22316.7peoples/sq.km is getting many
parking related problems. This is due to as the sub-city is center of old and the buildings are not
properly maintained, the existing parking facilities are unable to serve their purposes properly.
The road segment from Arat-kilo to piazza has been chosen for this study as the street is the most
business and center of movement area.
Various social and economic problems are being faced by Addis Ababa. Still lack of sufficient
transportation is a major difficulty although the city administration is said to be working on it
with huge budget allocation to construct new roads.
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The transportation fluidity problem is not expected to be solved with just the construction of new
roads; the city administration needs to see related aspects to develop the sector. The existing
parking service is inadequate and suffers from structural problems, mainly street parking.
Consequently it has contributed to inefficient utilization of the road network, safety and
congestion problems. Especially Arada sub-city is priority areas that need immediate parking lots
as it is the center of old and there is a large concentration of vehicles in these areas that lack
sufficient parking facilities compared with the traffic flow, to study these critical road section
which is a road from Arat kilo to piazza has been selected for this thesis as it is center of varies
business activities and contain varies land uses and buildings that are running out of services.
With this limited parking spaces in the sub- city, the drivers cannot drop their customers at the
specific location that customers want them to, the drivers are forced to drop passengers in the
middle of the road, which is illegal, due to lack of on-street parking (terminal) spaces, this kind
of problem has created disagreement between drivers and customers. And vehicles parks at
business centers are boring of searching free parking spaces and as a result performing day today
business activities become very difficult. Thus parking remains one of the critical issues that
need to be addressed through the transport planning of the city. Comparative parking policy
including parking norms and space standards and development of off street and on street parking
facilities are commendable, a similar study recommended. Generally the following list identifies
the kinds of problems that typically occur in the sub- city.
1. Inefficient use of existing parking capacity: due to lack of parking policy and strategy
of the City the existing parking facilities are not serving for their intended purposes. i.e.
most of the building parking spaces are used as shops and stores. Due to lack of shared
parking strategy the nearby spaces are not utilized whenever ones parking space become
full.
2. Excessive automobile use: The selected street has excessive automobile use compared
with the other streets which finally results the unbalanced parking facility usages.
4. Parking spaces that are an inconvenience: most of the parking lots in the area are
unsuitable in the case of safety and doesn‟t give comfort to the users.
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Due to lack of sufficient parking facilities in the area the Taxi drivers as well as short
term delivery trucks can‟t drop their customers to the available nearest services.
6. Inadequate pricing methods: parking pricing not to be fixed throughout the day and
area.it should be adjusted according to the peak and non-peak hour of the day and the
purpose of the services.
7. Confusing or no parking policies: The major problem occurs in the area is due to lack
of parking policy and strategy developed in national level which finally results inefficient
utilization of existing parking facilities.
8. Lack of sufficient parking at event site: at event site there should be enough parking
spaces that will afford the additional parking generations.
To compare the actual demand rates of the study area with the ITE demand rates.
It will give best solution to the current most problematic parking lots of the selected
streets.
It recommends the best parking management.
Improves the Inefficient use of existing parking capacity.
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The study area will get its own parking demand rates that are used for further parking lot
design and used an indication of the future as the country gets its own standard parking
demand rate manual.
It is not possible to cover the whole area of the sub cities. Therefore, after having a number of
deliberations with research supervisor and keeping the nature of research problem in view, case
study approach has been adopted, Accordingly the Arada sub city has been selected as study area
for the present research as it attracts the highest number of trips from all sub-cities, and parking
generation activity is exclusively high in the zone in comparison with the other nine sub cities of
Addis within this sub-city Arat kilo to piazza road has been selected as a case study as the street
is center of movement and contains varies services.
This study offers an overview of Arat kilo to piazza road current parking requirements and
compares them with the actual (observed) parking demand rates. Parking requirements that do
not reflect the contextual variability of parking demand incur unnecessary costs on both
developers and cities, and create excesses of parking supply that may reduce an area‟s
walkability and attractiveness so the study drives its own parking demand rates in addition to the
ITE standards. The aim of the research is to show the way to further studies in parking related
problems. Although the study is comprised of some objectives that are effective for the further
development of parking of the study area, it has few limitations.
There is no available data of the parked cars in the concern authority;
Lack of man power to survey the study area, and the driver does not maintain the traffic
rules. They parked their cars here and there. There are no proper rules for parking.
Lack of willingness of some drivers to response for questionnaires was also other
limitation of the study.
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
2.1.1 Parking
Parking is the act of stopping a vehicle and leaving it unoccupied for more than a brief time.
Parking on one or both sides of a road is commonly permitted, though often with restrictions.
Parking facilities are constructed in combination with most buildings, to facilitate the coming
and going of the buildings' users. (L. R Kadiyali, 1987)
1. On Street Parking
As the name itself suggests, “On-street Parking” means the area allotted for parking purpose at
the sides of the roads. For efficiency in Parking system; the on street Parking is divided into three
types. This classification is based on the angle in which the vehicles are parked with respect to
the road alignment. As per IRC the standard dimensions of a car is taken as 5×2.5 meters and
that for a truck is 3.75×7.5 meters. (L. R Kadiyali, 1987)
a. Parallel Parking
b. Perpendicular Parking (efficient Parking Method)
c. Angular Parking
a. Parallel parking
With parallel parking of cars, these are arranged in a line, with the front bumper of one car facing
the back bumper of an adjacent one. This is done parallel to a curb, when one is provided.
Parallel parking is the most common mode of street side parking for cars. It may also be used in
parking lots and parking structures, but usually only to supplement parking spaces that use the
other modes. Here there is no backward movement involved while parking or un-parking the
vehicle. Hence, it is the safest parking from the accident perspective. However, it consumes the
maximum curb length and therefore only a minimum number of vehicles can be parked for a
given curb length. This method of parking produces least obstruction to the on-going traffic on
the road since least road width is used.
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
With perpendicular parking of cars, these are parked side to side, perpendicular to an aisle, curb,
or wall. This type of car parking is more scalable than parallel parking and is therefore
commonly used in car parking lots and car parking structures. In right angle parking or
90parking, the vehicles are parked perpendicular to the direction of the road. Although it
consumes maximum width curb length required is very little. In this type of parking, the vehicles
need complex maneuvering and this may cause severe accidents. This arrangement causes
obstruction to the road traffic particularly if the road width is less. However, it can accommodate
maximum number of vehicles for a given curb length. Length available for parking N number of
vehicles is L=2.5N.
c. Angular parking
Angle parking, known as echelon parking in Britain, of cars is similar to perpendicular parking
for these vehicles, except that cars are arranged at an angle to the aisle (an acute angle with the
direction of approach). The gentler turn allows easier and quicker parking, narrower aisles, and
thus higher density than perpendicular parking. While in theory the aisles are one way, in
practice they are typically wide enough to allow two cars to pass slowly when drivers go down
the aisles the wrong way. The angular parking can be30º parking45º parking or 60º parking.
30º parking: In thirty degree parking, the vehicles are parked at 30ºwith respect to the road
alignment. In this case, more vehicles can be parked compared to parallel parking. Also there is
better maneuverability. Delay caused to the traffic is also minimum in this type of parking.
From the figure below, For N vehicles = AC + (N-1) CE =5.58+ (N-1)5 =0.58+5N
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
45º parking: As the angle of parking increases, more number of vehicles can be parked. Hence
compared to parallel parking and thirty degree parking, more number of vehicles can be
accommodated in this type of parking. From figure 3, length of parking space available for
parking N number of vehicles in a given curb is L = 3.54 N+1.77.
60º parking: The vehicles are parked at 60º to the direction of road. More number of vehicles
can be accommodated in this parking type. From the figure 4, length available for parking N
vehicles =2.89N+2.16.
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
As the name suggests, off street Parking means a Parking Area is designed adjacent to the Road
or in a place or building which is not the part of the road.
In many urban centers, some areas are exclusively allotted for parking which will be at some
distance away from the main stream of traffic. Such a parking is referred to as off-street parking.
They may be operated by either public agencies or private firms. A typical layout of an off-street
parking is shown in figure 2.6
The width of angled and perpendicular parking spaces usually ranges from 2.3 to 2.75 meters
(7.5–9.0 ft.). For example, normal parking spaces in a city are 8.5 feet wide, while compact
spaces are 7.5 feet wide. Because the boundary between parking space and driving area is not
always well-defined, the length of a parking space is more difficult to establish. However, most
angled and perpendicular spaces are considered to be between 3.2 and 5.5 meters (10 and 18 ft.)
in length. Parallel parking spaces are typically cited as being approximately 2.76 meters (9.1 ft.)
wide by 6.1 meters (20 ft.) long.
Parking Demand refers to the amount of parking that would be used at a particular time, place
and price. It is a critical factor in evaluating parking problems and solutions. Parking demand is
affected by vehicle ownership, trip rates, mode split, duration (how long motorists park),
geographic location (i.e., downtown, regional town Centre or suburban), the quality of travel
alternatives, type of trip (work, shopping, recreational), and factors such as fuel and road pricing.
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
(Kadlyali, 2010) Define parking supply as the amount of legal space provide for parking. It may
be off street parking space or on street parking space and gives the following defined terms.
Parking volume: The number of vehicles parking in a particular area over a given period of time
is called parking volume. It is usually measured in vehicles per day.
Parking load: The area under the parking accumulation curve during a specific period is called
parking load.
Parking duration: The length of time spent in a parking space is called the parking duration.
Parking accumulation: is the number of parked vehicles in a study area at any specified time.
These data can be plotted as a curve of parking accumulation against time, which shows the
variation of the parking accumulation during the day. Many parking studies seek to establish the
distribution of parking accumulation over time to determine the peak accumulation and time of
occurrence.
Parking Index: Parking Index is the percentage of parking bays actually occupied by the parked
vehicles as compared to the theoretical number available.
Parking turn-over: The rate of the usage of the available parking space is called parking
turnover. Thus if there were 10 parking spaces used by 100 vehicles in a period of, say time 12
hours, then the parking turn over would be = vehicles perspace in a period of 12 hours.
Various authors investigated impact outcome relationships between parking and urban traffic.
(Bentsen, 1967), investigated the relation between the number of parking spaces available and
the number of trips to and from the town Centre. He found a close correlation between
availability of parking spaces and the number of trips in Danish and American towns.
Further, (Shoup, 2006) analyzed the problem of traffic generation through cruising for parking in
downtown areas and summarized different studies. On average 30% of urban traffic was cruising
for parking and the average search time for a parking space is 8.1 minutes.
(Hoglund, 2004) Investigated the impact of parking on the environment and found that especially
due to cruising for parking off-street parking creates about 40% les emissions than kerb-side
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
parking. This means that 100 parking vehicles off-street give about the same emissions as 50-70
vehicles parking at the curb-side.
The industry standard, best practice, and most accurate method for determining current parking
conditions in a street is to conduct turnover and occupancy license plate field surveys because
they provide factual evidence of parking supply and demand,( Institute of Transportation
Engineers (ITE),1987).
If license plate field surveys had been too cost-prohibitive, then an alternative approach would
have been to inventory the street land uses and generate a parking demand estimate using ITE‟s
industry publication “Parking Generation”. This approach would have yielded an estimate of
parking demand, but would not have provided the level of quantitative data that can be obtained
from performing field studies. The Urban Land Institute publishes a standard industry book
called “The Dimensions of Parking(4th ed.), 2000,”states that “Trip Generation, published by
ITE, is the most commonly recognized resource document used by traffic engineers to determine
the volume and characteristics of traffic generated by a land use service by a parking facility. In
most cases, ITE‟s Trip generation can be used to estimate the traffic to be generated by a
development. Occasionally, local governments apply their own trip generation rates and peak-
hour traffic volumes associated with various land uses. In cases of specialized land uses [such as
mixed-use downtowns], more thorough field studies may be required.”
In 2000, there were more than 750million cars and light duty vans in the world, a number
growing at about 2% per year. There are only two places where these vehicles can be found: they
are either on-street or off-street. If they are on-street, they can be considered to be parked,
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
searching for parking or in transit. Almost all cars that are off-street will be parked. Estimates
show that cars spend more than 95% of their lives parked (Collins, 1991).
Parking problems begin to arise when demand for parking space exceeds supply. Typically, town
and city centers are where these problems occur first, and then they spread outwards from there.
Analysis
This portion of the parking demand analysis uses ITE‟s Parking Generation to derive parking
demand rates. The ITE parking analysis was conducted using two methods with the project‟s
proposed land use program as it fits within ITE designations:
1. A standard analysis of ITE parking demand based on the peak parking demand for each
land use as defined by a peak demand rate (e.g. 1.2 cars per residential unit) without
regard to the site‟s location or transportation characteristics.
The rates used and the corresponding source for rate is provided in table 1.
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
1. ITE: from institute of transportation engineers parking generation 2nd edition, ULI: from
urban land institute, shared parking,1983
2. Capital office building and government offices in O sub-area use2.65/1,000gsf based on
type of visitation
3. ULI: urban land institute, shared parking, 1983.Rates for CBD and developments of
mixed use.
gsf=gross square feet
Parking demand calculation based on the day of week shared parking methodology is as follows:
2. An enhanced analysis utilizing the URBEMIS software model to quantify the effects of
features such as nearby transit service and the built environment on parking demand
A large off-street parking supply leaves on-street spaces unused or underused. This eliminates
any of the benefits of parking discussed above, especially to the pedestrian. But despite
eliminating the need for on-street spaces, many road design specifications insist on roads wide
enough for parked cars on each side. Therefore, the public, on-street supply is abundant but
unnecessary. This poses the question: why design for them in the first place?
Internationally, it is instructive to look at how other cities are handling on-street parking. In
Europe, planners recognize that automobile use and public transportation are competing modes,
and restricting parking supply is used to tip the scales towards transit. Street parking is scarce,
and in Munich, on-street parking is actually being eliminated in the CBD and near train stations
to promote transit, bicycling and walking (Cervero, 1998).
As stated above, minimum parking requirements ensure a large supply of off-street parking.
According to Childs, ―there are approximately seven parking stalls for every car in an
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American city (Childs, 1999). In a study by Richard Wilson, peak parking filled only about half
of the suburban parking supplies (Wilson, 1995). Theoretically, then, the seven parking stalls for
every car can be reduced to three or four and parking would still be free. The ULI states that the
ideal parking requirements are those that fit local needs (ULI, 2000). However, this is rarely
done, partly because many local governments lack the resources to conduct studies on their own
parking needs (Wilson, 1995).
Despite all the problems and costs associated with providing parking, communities have various
reasons for requiring it. Many communities see adequate parking as a key to the success of a
development project, and thus take a stake in requiring it. This comes from the conception that
automobile accessibility is the only type of accessibility, and in many communities it is.
Moreover, some tenants have a high parking demand, and local governments feel that the
development should accommodate them and their occasional peaks. Finally, future uses of the
development may require more parking than current tenants need, and towns and cities usually
have no future recourse to demand it. Therefore, they require it in advance to prevent potential
shortages (Wilson, 1995).
The ULI states that zoning should not require excessive parking (ULI, 2000). It claims that
excessive parking, in addition to being a cost burden on the developer and tenant, accounts for
unused and inefficiently used land. The developer, in providing an attractive space to locate, can
better spend the same amount of money on building facilities (ULI, 2000). This comes in light of
the fact that the supply of parking is much higher than demand throughout suburban
developments (Wilson, 1995). The vicious cycle begins as an over-supply of parking creates an
over-demand (because of the low price relative to the cost), which is then observed and used to
set future parking requirements of over-supply. The fact that most offices never fill their parking
capacity is rarely observed (Shoup, 1995), and this idea can be extended to shopping centers and
other developments as previously shown by Wilson.
All of the above literatures show that minimum parking requirements of developed countries are
excessive, wasteful, and expensive and lead to oversupplies that cause more driving. The
oversupply of off-street parking renders on-street parking more or less useless, eliminating
benefits to pedestrians and bikers. However alternatives exist and are currently implemented,
such as maximum parking allowances.
Despite the aforementioned problems with parking, there are certain recognized benefits. On-
street parking can slow automobile traffic, making streets safer for bicyclists and pedestrians. In
many communities in Europe, on-street parking is used as chicanes to make the road appear
narrower and slow traffic in residential areas (Hass-Klau, 1992). It can be an effective buffer
between vehicle traffic in the street and the pedestrian environment on the sidewalk, making
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walking more pleasant. Many communities use off-street parking as a technique to prevent or
reduce spillover traffic from nearby business activities or higher density residential
developments (Wilson, 1995). Indeed, the rationale for requiring off-street parking in the first
place was to reduce demand for on-street parking. This benefit, however, ignores other effective
strategies to prevent spillover parking such as residential parking permits, time limits on parking,
and parking meters (Dueker, 1998).
The literature focusing on parking pricing investigates on various aspects. The most important
are the general economic evaluation of parking pricing, the elasticity of parking demand, the
efficient pricing of curb-side parking and off-street parking and the possibilities to use parking
pricing as a second best for road pricing.
The costs of parking have received little attention until the past decade. The trend in the United
States (except in large cities) is that minimum parking requirements ensure an oversupply of
parking, so that parking is free for 99% of automobile trips (Shoup, 1995). This oversupply, as
stated above, increases driving and single occupancy vehicle rates because the variable costs per
trip are much less than they should be. Parking is expected to be free, while future models of
parking demand are based on the artificial over-supply of free parking. This has been
documented in the U.S. but is true in any part of the world.
As proof of the effects of free parking, results of pricing parking are telling. Shoup shows that
when drivers pay, they drive less (Shoup, 1995). This seems intuitive considering that, when
priced, parking would follow other economic rules. With regards to transit, studies show that
raising the price of parking has a higher impact on increasing transit ridership than improving
service does (Dueker, 1998). Many cities in other countries have already adopted measures to
reduce parking supply. Copenhagen has raised parking prices in areas well served by transit, and
Ottawa is eliminating free parking for federal employees (Cervero, 1998).
(Anderson S.P and de Palma A., 2004) investigated the economies of pricing parking. Starting
point of their analysis is that parking is a common property resource. The analysis is directed to-
wards finding out the benefits of pricing parking. In the case parking is unpriced the market
equilibrium won‟t be optimal. The resource will be overused which causes cruising for parking
and congestion. They argue that the social optimum can be achieved under private owner-ship of
the parking lots. Therefore, Anderson and de Palma suggest that the parking operator has to act
in a monopolistic manner.
These articles showed that free parking is resulting in an inefficient market equilibrium which
does not create a welfare maximum. However, the above reviewed articles show that parking
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pricing or the reduction of the maximum parking time does not affect all user groups (residents,
visitors and commuters) the same way because of different parking demand elasticity.
Parking management is activity of supply, price and regulation of parking facilities (Victoria
Transport Policy Institute, 2015).If parking becomes more abundant and cheaper, will lead to
increase automobile demand that result in large volume of vehicles. On other side, it can play a
great role in solving congestion problem if it managed well. The provision of parking should not
be too much as well as insufficient. Thus, parking policy and provision requirements are
essential in reducing traffic congestion. Moreover, (Hitge and Roodt, 2006) state clearly as: the
duration of car parking has a direct relation with the size of shopping center, economic activity
of the center district, and policy, like parking cost. So that, from different alternative, factors like
availability of suitable public transport, proximity of parking, and paid parking would lead to a
reduction in parking demand.
(Litman, 2008) argued that the total impacts of parking management strategies are multiplicative
not additive i.e. as the strategy to include more mutually supportive elements so the benefits
increase more rapidly. Most parking management strategies have modest individual impacts,
typically reducing parking requirements by 5-15%, but their impacts are cumulative and
synergistic. A comprehensive parking management program that includes an appropriate
combination of cost-effective strategies can usually reduce the amount of parking required at a
destination by 20-40%, while providing additional social and economic benefits. Shared parking
reduces the parking requirements by 10%, to 90% of the original level.
i. Shared Parking
Shared Parking means that a parking facility serves multiple users or destinations (VTPI, 2005).
This is most successful if destinations have different peak periods, or if they share patrons so
motorists park at one facility and walk to multiple destinations. Parking facilities can be shared
in several ways.
Shared rather than reserved spaces. Motorists share parking spaces, rather than being
assigned a reserved space. For example, 100 employees can usually share 60-80 parking
spaces, since at any particular time some are on leave, commuting by an alternative
mode, in the field, or working another shift. Hotels, apartments, condominiums and
dormitories can share parking spaces among several units, since the number of vehicles
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per unit varies over time. Sharing can be optional, so for example, motorists could choose
between $60 per month for a shared space or $100 for a reserved space.
Share parking among destinations. Parking can be shared among multiple destinations.
For example, an office building can share parking with a restaurant or theater, since peak
demand for offices occurs during weekdays, and on weekend evenings for restaurants and
theaters, as indicated in Table 2.2 Sharing can involve mixing land uses on single site,
such as a mall or campus, or by creating a sharing arrangement between sites located
suitably close together.
Table 2.2: Typical peak parking periods for various land uses
Medical clinics
Professional services
This table indicates peak parking demand for different land use types. Parking can be shared
efficiently by land uses with different peaks.
Public Parking Facilities. Public parking, including on-street, municipal off-street, and
commercial (for profit) facilities generally serve multiple destinations. Converting from
free, single-use to paid, public parking allows more efficient, shared use.
In Lieu Fees. “In lieu fees” mean that developers help fund public parking facilities
instead of providing private facilities serving a single destination. This tends to be more
cost effective and efficient. It can be mandated or optional.
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Parking regulations control who, when and how long vehicles may park at a particular location,
in order to prioritize parking facility use. The table below describes common regulations and the
type of parking activity they favor.
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passes.
Options for special users. Establish a system that allows Vehicles used for special
specific parking spaces to be activities.
reserved for service and
construction vehicles.
Most jurisdictions require wide residential streets in order to provide on-street parking. This
practice is not justified for safety or by consumer demands, since many households would not
choose to pay for parking if it were unbundled, and so represents a hidden subsidy of automobile
ownership and use (Guo, et al. 2012). Reducing minimum residential street widths in municipal
zoning codes and development policies allows developers to build new urbanist communities
with narrower streets and less parking, and rely more on efficient parking management.
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Parking Maximums means that an upper limit is placed on parking supply, either at individual
sites or in an area. Area-wide limits are called Parking Caps. These can be in addition to or
instead of minimum parking requirements. Excessive parking supply can also be discouraged by
reducing public parking supplies, imposing a special parking tax, and by enforcing regulations
that limit temporary parking facilities. Maximums often apply only to certain types of parking,
such as long-term, single-use, free, or surface parking, depending on planning objectives.
Remote Parking (also called Satellite Parking) refers to the use of off-site parking facilities. This
often involves shared facilities, such as office workers parking at a restaurant parking lot during
the day, in exchange for restaurant employees using the office parking lot evenings and
weekends. It can involve use of public facilities, such as commercial parking lots. Remote
parking can also involve use of parking facilities located at the periphery of a business district or
other activity center, and use of overflow parking during a special event that attracts large
crowds. Special shuttle buses or free transit service may be provided to connect destinations with
remote parking facilities, allowing them to be farther apart than would otherwise be acceptable.
Another type of remote parking is use of Park & Ride facilities, often located at the urban fringe
where parking is free or significantly less expensive than in urban centers.
Remote parking requires providing adequate use information and incentives to encourage
motorists to use more distant facilities. For example, signs and maps should indicate the location
of peripheral parking facilities, and they should be significantly cheaper to use than in the core.
Without such incentives, peripheral parking facilities are often underused while core parking is
congested.
Smart growth (also called New Urbanism, Location Efficient Development and Transit Oriented
Development) is a general term for development policies that result in more efficient
transportation and land use patterns, by creating more compact, development with multi-modal
transportation systems (“Smart Growth,” VTPI, 2005).
Smart growth supports and is supported by parking management. Parking management reduces
the amount of land required for parking facilities, reduces automobile use and increases infill
affordability. These land use patterns, in turn, tend to reduce vehicle ownership and use, and so
reduce parking requirements. They allow more sharing of parking facilities, shifts to alternative
modes, and various types of parking pricing. Smart growth usually incorporates specific parking
management strategies, as indicated in Table 2.4. Effective parking management is a key
component of smart growth.
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Managed only for motorist convenience Managed for transport system efficiency
Maximum parking supply Optimal parking supply (not too little, not too much)
Increase capacity of existing parking facilities means that parking supply increases without using
more land or major construction. There are various ways to do this:
Use currently wasted areas (corners, edges, undeveloped land, etc.). This can be
particularly appropriate for small car spaces, motorcycle and bicycle parking.
Where there is adequate street width, change from parallel to angled on-street parking.
Maximize the number of on-street parking spaces, for example, by using a curb lane for
parking rather than traffic during off-peak periods, and designating undersized spaces for
small cars or motorcycles.
Provide special, small parking spaces for motorcycles. Allow and encourage motorcycles
to share parking spaces when possible.
Reduce parking space size. Shorter-term parking requires larger spaces, but employee
and residential parking spaces can be somewhat smaller. A portion of spaces can be sized
for compact vehicles, which require about 20% less space than full-size stalls.
Use car stackers and mechanical garages. These can significantly increase the number of
vehicles parked in an area. However, they are only suitable for certain applications. They
generally require an attendant to move lower-level vehicles when needed to access upper-
level vehicles, and stackers may be unable to accommodate larger vehicles such as SUV,
vans and trucks.
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Use valet parking, particularly during busy periods. This can increase parking capacity by
20-40% compared with users parking their vehicles. Commercial lots often have
attendants park vehicles during busy periods, but not off-peak.
Parking Pricing means that motorists pay directly for using parking facilities (“Parking Pricing,”
VTPI, 2005; Shoup 2005). This may be implemented as a parking management strategy (to
reduce parking problems), as a mobility management strategy (to reduce transport problems), to
recover parking facility costs, or to raise revenue for any purpose (such as funding local transport
programs or downtown improvements). It is often intended to achieve a combination of
objectives.
Parking use should be regulated that aimed to use parking spaces and travel efficiently. Discount
for residents parking and limit parking duration according to land-use type, and traffic volume,
expected to increase the parking turnover rate and it favors shorter-term users or parking duration
for deliveries and shopping. Regarding this, (Victoria Transport Provision Institution, 2015)
discussed the feature of good parking use that minimizes congestion as follows: Limit on-street
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parking of large vehicles (e.g. vehicles over 22 feet long) that obstacle the traffic movement,
prohibit on-street parking on certain routes (arterials roads), during rush hour so as to maintain
the smooth traffic flow traffic, and special parking regulation to favor priority vehicles, like
emergency, service, etc.
The empirical studies have supported the above concept. For instance, a case study by
Weinberger, et al., 2010),carried in Japan shows a positive change after formulation and
effective implementation of a new on-street parking regulation (high price with time variable-
rates) sinceJune,2006 on major cities in Japan. Three months later, it is reported that nearly 74%
and 73.3% decline in illegal on-street parking in Tokyo and Osaka respectively which reduced
the traffic congestion level on main roads from 27% to 23% at 2 pm to 4 pm than the previous
time. The same to Japan, (Weinberger, et al., 2010), have stated that, in USA variable pricing
policy on-street parking in peak hours also encouraged the short stays, high turnover rate and
faster deliveries.
In a study about parking problems in American central business districts (Ligocki and Zonn,
1984) discovered that the respondents define parking problems according to their needs. In other
words that problems are defended according to the own perception. This implies that a different
parking situation may be problematic for one group but not for another group.
Despite the need to address congestion and spillover parking problems related to a constrained
supply, off-street parking has many costs that are usually ignored. Problems include the
environment, aesthetics, safety, land use, development patterns, cost, economic development,
affordable housing, and sprawl
Environmentally, parking lots themselves seem rather benign. However, surface parking creates
some of the most polluted run-off water that communities are faced with (ULI, 2000)
Rainwater has to flow somewhere, and in nature it usually soaks into the ground where it is
absorbed by plants or filters through to the groundwater table. It also flows into streams and
rivers or simply evaporates. However, when a natural open area is covered with an impermeable
surface such as a parking lot, rainwater flows into a gutter and is then deposited directly into a
stream, river or lake. On its way, the rainwater takes with it dust, oil, antifreeze, tire rub-off,
litter, yard or pet waste, and other elements that it finds in its way and brings it very efficiently to
the nearest waterway without being filtered by a single mechanism, either mechanical or natural.
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In addition, many communities are finding that surface parking lots are heating up run-off water,
disrupting temperatures in streams, and in some cases making them unlivable for many species.
(Dane Co., Wisconsin, was the first community in the country to include temperature effect in
measuring run-off pollution because of the abundance of trout streams and trout fishermen who
enjoy them.)
As far as urban landscape is concerned, parking has many serious consequences. Underground
parking, which usually connects the driver with his desired building via internal elevator or
indoor stairway, empties sidewalks of potential pedestrians. These pedestrians could be
customers of nearby shops, eyes on the street, neighbors, etc. who are effectively eliminated
because they were afforded the luxury of not having to park on the street. This leaves the
streetscape empty, as Donald Shoup states, and creates the perception that they are ―threatening
(Shoup, 2005).
Parking garages and surface parking lots, in addition to being extremely expensive, are often
built in or near downtown or pedestrian-friendly areas at the expense of other buildings (Hass-
Klau, 1992). In many cases, these buildings are older and in need of repair, and the owner finds it
more cost effective or profitable to raze them and replace them with parking spaces, especially in
areas with little parking supply like downtowns where a fee can be charged. However, the
potential for renovating these older buildings, thus economically enhancing the community,
serving as historical landmarks, providing property taxes and potential places for human
interaction, are all denied in the name of automobile access to the few buildings that have
escaped the parking demolition ball.
Parking can also threaten the safety of users of other modes. On-street parking creates potential
hazards for bicycles, which are often struck by car doors opening. Children who are too short to
be seen through car windows can also dart out into traffic from between parked cars. In addition,
driveways to off-street parking garages and lots increase the perceived danger to pedestrians
from cars pulling in and out.
Every motorized trip ends in a parking situation. Truly, when one arrives at a destination by any
motor vehicle one of the first experiences is of parking (Bendtsen, 1967)Particularly in the cities
and the big towns there is a problem where the supply-demand ratio makes parking a problem for
parking space providers, the motorists or both. According to (Monroe country department of
planning and development, 2007), these are just the many solutions available:
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Use of mechanization
Parking surveys are conducted to collect the above said parking statistics. The most common
parking surveys conducted are: in-out survey, fixed period sampling and license plate method of
survey.
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Parking has some effects like congestion, accidents, pollution, obstruction to fire-fighting
operations etc.
1. Congestion Parking takes considerable street space leading to the lowering of the road
capacity. Hence, speed will be reduced; journey time and delay will also subsequently
increase. The operational cost of the vehicle increases leading to great economical loss to
the community.
2. Accidents Careless maneuvering of parking and un-parking leads to accidents which are
referred to as parking accidents. Common type of parking accidents occur while driving
out a car from the parking area, careless opening of the doors of parked cars, and while
bringing in the vehicle to the parking lot for parking.
3. Environmental pollution they also cause pollution to the environment because stopping
and starting of vehicles while parking and un-parking results in noise and fumes. They
also aced the aesthetic beauty of the buildings because a car parked at every available
space creates a feeling that building rises from a plinth of cars.
4. Obstruction to firefighting operations Parked vehicles may obstruct the movement of
firefighting vehicles. Sometimes they block access to hydrants and access to buildings.
According to country of San Diego, parking design manual, 2013 each required parking space
shall be at least 9‟ wide by 18‟ long, with adequate provisions for ingress and egress by a
standard full size passenger vehicle.
Parking spaces in parking lots shall comply with the minimum dimension requirements in Table
2.5 and as illustrated in Figure 2.7
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not Module Width One-Way Aisle 31'-0" 47'-8" 54'-2" 59'-2" N/A
shown
in Figure Wall/Curb to Two-Way Aisle 42'-0" 55'-8" 62'-2" 64'-2" 62'-0"
Wall/Curb
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Minimum parking dimensions for common parking layouts are illustrated in Figure 8.
1. Though on-street parking is an extravagant use of the precious street space, it cannot
entirely be prohibited. A judicious application of appropriate traffic management
measures will help to mitigate some of the ill-effects of on-street parking. Those
measures should be part of the comprehensive parking policy for the town, formulated
after a careful survey of the situation. The regulatory measures range from waiting
restrictions in a street to the comprehensive control over an extended area, laying down
where vehicles may or may not park, what should be the waiting time and what charges
should be levied for parking. The measures should be periodically reviewed and altered,
if necessary. The regulatory measures are generally of two types, one where the use of
parking space is authorized for certain periods free or for payment and the other where
parking is prohibited but which allows waiting for picking up or setting down goods and
passengers‟.
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2. When a controlled parking scheme is planned, the zone boundaries should be clearly
delineated and suitable traffic signs installed. Natural boundaries a river or a railway line
could be advantageously adopted. The carriageway should be adequately marked.
3. Prohibited parking; it is desirable to prohibit parking at certain locations and for a
period to ensure safety and convenience. Such locations are:
i. Near intersections. The capacity of an intersection is greatly reduced if
vehicles are allowed to park on the approaches. Visibility is also adversely
affected and safety is reduced. It is the general practice to prohibit parking for
a distance of about 50m on the approaches to a major intersection.
ii. Narrow streets. Narrow streets with heavy traffic require that all possible
measures should be taken to remove obstacles to traffic flow. Prohibition of
parking can have a salutary effect on traffic flow and congestion. In busy
streets of the central area, it is generally desirable to prohibit parking on two-
way street less than 5.75m wide and one-way streets less than 4m wide.
iii. Pedestrian crossings. As already mentioned, parking maneuvers cause accidents,
and pedestrians are the worst sufferers. Parked cars obstruct the visibility at
pedestrian crossings. For these reasons, it is desirable to prohibit parking within
about 8m from the pedestrian crossing.
iv. Structures. Structures such as bridges, tunnels and underpasses generally
have a roadways width less than the highway and for this reason it is desirable
to prohibit parking on them.
v. Entrance driveways. Vehicle should be prohibited from parking in front of
entrance driveways leading to houses and buildings.
No single model has emerged as the preferred choice for parking research. Much economic
analysis has used stated preference or similar techniques while hypothetical approaches have also
been used, especially by academics.
Some studies have developed new models to understand parking behavior. For example, TRAM
– Traffic Restraint Analysis Model was developed for Bristol as part of a much larger
project199. This allowed a wide range of responses to transport changes. An External
Forecasting model (EFM) provided input into transport for both demand and supply sides. The
EFM generates the demand matrices. The model uses two land-use change indicators:
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The model was used to forecast the impacts of four do-maximum scenarios:
(Smith et al., 2005) indicates: “Even a perfectly accurate parking occupancy detection system
will only indicate the number of spaces available at a particular point in time. What the drivers
need, however, is an indication of whether spaces will be available at the time he or she arrives at
the truck stop or rest area.” The study lists the following quoted approaches to deal with this
problem:
“Furnish information to the driver just before the entry to the rest area or truck stop.
With a less than 1-minute lag, the actual occupancy number is not likely to change
significantly. However, this does not help a driver to choose among rest locations, since
some of them may be many miles down the road” (Smith et al., 2005).
“Furnish information on the number of spaces occupied and the number of spaces
available and let drivers do their own estimating as to whether spaces will be available
when they arrive. This may be sufficient for a driver who is familiar with the corridor,
but may not be helpful to an unfamiliar driver” (Smith et al., 2005).
“Provide a forecast of space availability, based on historical information.” For example:
if 20 spaces are open now at 7:00 PM, the lot will likely be full by 8:00 PM (Smith et al.
2005).
“Allow drivers to send an inquiry or request for parking to the parking management
system, and incorporate this request along with requests from other drivers into the
forecasts” (Smith et al. 2005).
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Condition survey was performed for different sub-cities of the capital Addis in order to select the
study area. The Arada sub-city has been selected for this research as it is the center of old and
most of the buildings are running out of service. Within this sub-city Arat kilo to piazza road has
been selected as a representatives of all streets as it is center of movement and contain varies
services.
Site visits were undertaken throughout the selected streets various times across the day in order
to observe peak versus non-peak conditions, parking hotspots and signage and controls. Notes
and photos were recorded with a geographical reference. The parking occupancies of different
parking areas within one hour intervals for the selected week and weekend days were recorded.
The data were then plotted on the graph in order to determine the peak and non-peak hour
occupancy of the day. It is important to determine which variables are to be observed and what
their level of importance is to the research. A field observation procedure and protocol were
determined so that the manner in which the team performed the observations remained constant.
The aim of both of these subtasks was to improve the data quality from the field work so that the
results will maintain a high level of validity.
Within the peak occupancy time interval and by using the license plate survey method parking
terms like turnover rate, accumulation, occupancy, average turnover, parking volume, average
duration and average occupancy were calculated as follows:
Note: To be more accurate a 15 minutes interval license plate survey method was applied.
Primary data were collected from the different road users by using techniques like interviewing,
questionnaires and actual site survey. Secondary data like traffic volumes, capacity of the
parking lots, and other related data were collected from different city traffic bureaus.
The data collection methods that would be used to evaluate issue validity and perceptions to the
City are presented. Analyzing data related to each issue results in a set of recommendations that
can satisfy several diverse sets of stakeholders including the City, downtown business-owners,
shoppers, office workers, residents, and, faculty, and staff and for the foreseeable future or until
conditions change enough to warrant a new approach.
The data collections for this thesis were originated from four main sources:
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A small numbers of intercept surveys were conducted during the site investigation phase. These
consist of asking people who are leaving or approaching their parked car a small number of
questions designed to understand why they were parking in that location, whether the parking
bay/location met their needs and their overall impression of parking in street. Time constraints
limit the number of intercept surveys completed.
Generally two data collection methods were applied the first one is field survey and the second
one is google map software.
Field survey
A field survey consists in going in the field (in the chosen sector) to conduct a comprehensive
survey of data related to the calculation of parking capacity. Data collection by field survey was
made for two types of parking, for on-street and off-street parking.
On-street parking data collection: all information related to parking were noted, among
others the lengths of street sections, the number of permanent equipment (driveways, bus
stops , etc..), the information provided by regulatory signs (including the strict
prohibitions of parking at any time) and parking availability by type (public, private,
reserved, paid, free, funded ...)
Off-street parking data collection: information were collected about the areas of parking
spaces, the types of parking available and the information provided by the regulation
governing the parking (which has less variation than for on-street parking).
The advantage of this method is that it is very accurate and provides detailed information.
However, in addition to being expensive and dependent on weather constraints, this method has
many logistical constraints, such as: The determination of the lengths of segments during field
trips is relatively difficult. Since, this requires the use of measurement instruments, which can be
cumbersome. Because of the large amount of information to be collected in this study, the choice
was made to determine the distance from a google map software using Open Street Map.
This method does not require a field trip: it uses google map layers and tools to extract data.
Recent advances in the world of geographic information helps to provide a lot of public data.
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Data was collected in google map by going (virtually) in every street, alley and other parking
spaces available and the area of each land use by identifying any data related to the calculation of
the parking supply, as done in field.
The procedure for estimating parking demand is complex. It involves many factors, including
project size, type of zoning, type and number of persons expected to visit the site, availability of
alternative transportation modes, and the time frame of the analysis.
Because of the land use analysis takes the parking utilization data one step further by relating it
to surrounding land uses and national standards to determine the demand and supply analysis, it
is more accurate and easy. Therefore on this thesis the first method were applied.
3.3.1 Parking demand estimation based on specific land uses
Parking demand were estimated based on specific land uses. The land uses that were identified
actually are listed as shown below:
Government office
General office
Bank
Restaurant/clubs
Residential units
Hotel units
Commercial centers
Miscellaneous land use including library ,convention center, youth hostel,
theatre
Land use totals by sub-area for each category are then provided in table.
For each land use a peak rate were identified. The rates for each land uses were derived from the
actual data collected during site investigation and parking survey counts. And the derived peak
demand rates were compared with the available national transportation parking industry
standards. The most widely used standards in the industry is from the institute of transportation
engineers (ITE).
And then parking demand was calculated based on the land use analysis for both cases as follow:
Parking demands of each land use=peak rates*land use
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
For the supply survey, existing data that were provided by the City, recent aerial photography
and on-the ground reconnaissance and verification were utilized to establish, as accurately as
possible. For each numbered block all on-street parking spaces within each block‟s respective
street faces, as well as all private or public parking lots spaces interior to each block (referred to
as “off-street” parking), were counted as available spaces.
The on-street parking supply estimation is based upon the curb length of each zone minus areas
where parking restrictions or dropped curbs and junctions prevent parking. The parking length is
then divided by 5.9m, which is the standard car dimension plus a certain gap from both side of
the vehicle (5+0.9) to convert the length into an approximate number of parking spaces.
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The inventory of existing parking facilities that includes detailed listing of the location and all
other relevant characteristics of each legal parking facility, private and public, in the study area
are listed below:
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
36
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Figure 4.2 parking lot locations at the right and the left side of the main road.
Legend
37
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
A multi-purpose building which contains café and restaurants, commercial centers, and
business centers
Located at 9°02′1.7′′N and 38°45′42.1′′E
Has a gross square footage area of 29988 with an off-street Parking capacity of 20.
Angular parking facility
Parking lot-5: R-005 (at Birhanina selam printing press and Habesha cinema)
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
39
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Café zone
Located at 9°02'17"N and 38°45'26"E
Has a gross square footage area of 3424 and has an On-street Parking capacity of 8.
Parallel parking facility
40
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Bank area
Located at 9° 1' 59.2644'' N and 38° 45' 45.1836'' E
Has a gross square footage area of 3079 with an off-street parking capacity of 6.
Perpendicular parking facility
41
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Parking lot-7 L-007(at Arada sub-city land development and management office /ASLDMO)
Government office
Located at 9° 2' 7.2384'' N 38° 45' 30.564'' E
Has a gross square footage area of 6599 with an off-street parking capacity of 14.
Perpendicular parking facility
Commercial center
Located at 9° 2' 12.9408'' N and 38° 45' 25.9596'' E
Has a gross square footage area of 4377 with an off-street parking capacity of 10.
Perpendicular parking facility
Angular parking facility
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.1 on-street parking supply at the right side of the road
Table 4.2 off-street parking supply at the right side of the road
Table 4.3 building parking supply at the right side of the road
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.4 on-street parking supply at the left side of the road
Street name and well known places Existing parking spaces
Mega books 8
Channel five 12
Ras Mekonen bridge-CBE(Piazza branch) 145
Total 165
2. Off-street parking supply
Table 4.5 off-street parking supply at the left side of the road
Street name and well known places Existing parking spaces
CBE(Arat Kilo branch) 5
Tourist Hotel 7
Near Total 11
Dink Sira complex 8
Ethiopian Press Agency 12
Bilo‟s pastry 13
Arada Sub-city land administration 14
Mega Books 10
Total 80
Table 4.6 building parking supply at the left side of the road
Building name Existing parking spaces
Dink Sira complex 16
Total 16
Generally the street has a total of 152+261=413 parking spaces which is the sum of
parking spaces at the right and at the left of the street.
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
16
Number of parked vehicles
14
12
10
8
6
85 percentile
4
Accumulation
2
0
Time of day
Figure 4.3: Accumulation curve, R-001 at Meseret café, July 11, 2016.
It shows the maximum demand is on the time interval between 4:00pm to 5:00pm. This is due to
most customers are free from their work and park their vehicles within this time interval to get
access for café, internet services and photo shops.
Recognizing the accumulation curve of the off- street parking spaces, are being utilized with in
the allowable limit or capacity the whole day, except from 1:00pm to 2:00pm and 4:00pm to
5:00pm which is the peak flow more than the capacity of the streets.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the
day are presented below:
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Procedure of analysis is tabulated only for parking lot-1, result of other site are presented by
table to ignore redundancy of procedure.
Table 4.8: license plate survey data result, R-001 on Monday July 11, 2016 from 4:00PM-
5:00PM
Unit
Average turn over 1.42 Vehicles/hr.
Parking volume 17 Vehicles
Average duration 31.8 Minute/vehicles
Average occupancy 75 %
Parking load 9 Vehicles hours
Parking capacity 12 Vehicles hours
Columns 1 to 5 are the input data. The parking status in every bay is coded first. If a vehicle
occupies that bay for that time interval, then it has a code 1.This is shown in columns 6,7,8 and 9
of the table corresponding to the time intervals 15,30,45 and 60 seconds.
Turnover is computed as the number of vehicles present in that bay for that particular
hour. For the 6th bay, it is counted as 3.similarly, for the first bay, one vehicle is present
throughout that hour and hence turnover is 1 itself. This is being tabulated in column 10
of the table. Average turnover =sum of turnover/total number of bays=1.42.
Accumulation for a time interval is the total of number of vehicles in the bays 1 to 12 for
that time interval. Accumulation for first time interval of 15
minutes=1+0+0+1+1+1+1+0+1+1+1+1=9
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
From the result average parking duration of 31.8 minute/vehicles indicates most vehicles
are parked for long period of time, it shows that almost two vehicle is parked within an
hour. From the turnover result of 1.42vehicles/hour, it is possible to say that the rate of
usage of parking space is poor or the frequency of space availability is low.
Occupancy of 75% and parking load of 9 vehicles hours shows the parking space
coverage of the area is considered to be ideal, since the parking space is used effectively.
47
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked at an hourly interval on July 11, 2016 for R-002(at Yomic
fashion) is realized as shown in the chart below:
6
Number of parked vehicles
3
85 percentile
2
Accumulation
Time of day
Figure 4.4: Accumulation curve, R-002 at Yomik fashion, July 11, 2016.
It shows the maximum demand is on the time interval between 1:00pm to 2:00pm.As the place is
a small commercial center the peak demand may vary within the day hour.
The high vehicle accumulation on the parking lot is identified from 10:00am to 11:00am, and
1:00p.m to 2:00p.m, which is more than the allowable space capacity of the parking lot or the 85
percentile.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the
day are presented below:
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Parking demand and supply analysis:
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2017
Table 4.9: license plate survey data result on Monday July 11, 2016 from 1:00PM-2:00PM
Unit
Average turn over 2.4 Vehicles/hr.
Parking volume 12 Vehicles
Average duration 17.5 Minute/vehicles
Average occupancy 70 %
Parking load 3.5 Vehicles hours
Parking capacity 5 Vehicles hours
From the result average parking duration of 17.5 minute/vehicles indicates most vehicles are
parked for medium period of time, it shows that almost four vehicles are parked within an hour.
From the turnover result of 2.4vehicles/hour, it is possible to say that the rate of usage of parking
space or the frequency of space availability is good.
Occupancy of 84.38% and parking load of 3.5 vehicles hours shows the parking space coverage
of the area is considered to be ideal, since the parking space is used effectively.
49
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked at an hourly interval on July 13/2016 R-003(At seble restaurant)
is realized as shown in the chart below:
18
16
Number of parked vehicles
14
12
10
8
6 Accumulation
4 85 percentile
2
0
Time of day
Figure 4.5: Accumulation curve, R-003 at sable restaurant, July 13, 2016.
The maximum demand as shown in the above graph is on the time interval between 3:00pm to
4:00pm and 5pm to 6pm and slightly increase between the lunch times 12pm to 1pm.The reason
for this is that as the place is a multi-purpose building where cafes, restaurants, coffee rooms and
stationary shops are found, the customers are able to use easily within the above listed hours.
Recognizing the accumulation curve of the off- street parking spaces, are being utilized with in
the allowable limit or capacity/the 85 percentile the whole day, except from 3:00 pm to 4:00 pm
and 5:00pm to 6:00pm which is the peak flow more than the capacity of the streets.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the
day are presented below:
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.10: license plate survey data result, R-003, on Monday July 13, 2016 from 5:00PM-
6:00PM
Date :Wednesday July 13/2016 Recording time:3:00PM-4:00PM
Weather :cloudy Location:R-003/seble restaurant
Time(min) Time(min) Turn over
Bay No. 0-15 15-30 30-45 45-60 15 30 45 60
1 A33012 A54879 A23514 A23514 1 1 1 1 3
2 28585 A79457 A79457 A79457 1 1 1 1 2
3 - 73990 73990 73990 0 1 1 1 1
4 67545 67545 - 17678 1 1 0 1 2
5 17676 05309 11658 11658 1 1 1 1 3
6 - A38224 A38224 05309 0 1 1 1 2
7 A38224 A38224 A38224 A38224 1 1 1 1 1
8 79027 40941 40941 40941 1 1 1 1 2
9 A08106 A08106 28137 79027 1 1 1 1 3
10 69297 69297 69297 62297 1 1 1 1 2
11 32242 32242 A08106 A08106 1 1 1 1 2
12 - 35-462 35-462 - 0 1 1 0 1
13 78815 A34400 A34400 - 1 1 1 0 2
14 - A56775 - 77854 0 1 0 1 2
15 22321 22321 22321 - 1 1 1 0 1
16 A52954 A52954 - 77844 1 1 0 1 2
17 02955 02955 02955 68615 0 1 1 1 2
18 A20309 - 27079 27079 1 0 1 1 2
19 18531 18531 - 18531 1 1 0 1 1
20 A64451 A64451 A64451 A64451 1 1 1 1 1
Accumulation 15 19 16 17 37
Occupancy 75 95 80 85
Unit
Average turn over 1.85 Vehicles/hr.
Parking volume 37 Vehicles
Average duration 27.2 Minute/vehicles
Average occupancy 83.75 %
Parking load 16.75 Vehicles hours
Parking capacity 20 Vehicles hours
Average parking duration of 27.2 minute/vehicles indicates most vehicles are parked for a
medium period of time, it shows that almost two to three vehicles are parked within an hour.
From the turnover result of 1.85vehicles/hour, it is possible to say that the rate of usage of
parking space or the frequency of space availability is also medium.
Occupancy of 83.75% and parking load of 16.75 vehicles hours shows the parking space
coverage of the area is considered to be ideal, since the parking space is used effectively.
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked at an hourly interval on July 13/2016 R-003(Awash bank)
building is realized as shown in the chart below:
16
14
Number of parked vehicles
12
10
6 85 percentile
4 Accumulation
Time of day
Figure 4.6: Accumulation curve, R-004 at Awash Bank, July 13, 2016.
It shows the maximum demand is on the time interval between 4:00pm to 5:00pm.This indicates
that the parking users are trying to use their free time to for banking.
Recognizing the accumulation curve of the off- street parking spaces are being utilized with in
the allowable limit or capacity the whole day, except from 1:00 pm to 2:00 pm and 4:00pm to
5:00pm which is the peak flow more than the capacity of the streets.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the
day are presented below:
52
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.11: license plate survey data result, R-004, on Monday July 13, 2016 from 4:00PM-
5:00PM
Unit
Average turn over 3.0 Vehicles/hr.
Parking volume 36 Vehicles
Average duration 18.3 Minute/vehicles
Average occupancy 91.7 %
Parking load 11 Vehicles hours
Parking capacity 12 Vehicles hours
Average parking duration of 18.3 minute/vehicles indicates most vehicles are parked for short
period of time, it shows that almost three vehicles are parked within an hour. From the turnover
result of 3.0 Vehicles/hour, it is possible to say that the rate of usage of parking space or the
frequency of space availability is good.
Occupancy of 91.7% and parking load of 11 vehicles hours shows the parking space coverage of
the area is high and considered to be full, since someone looking for a space will not find an
empty one easily and may need to circle as few times before one becomes available.
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Parking demand and supply analysis:
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2017
Parking lot-5: R-005 (At Birhanina selam printing press and Habesha cinema)
The number of vehicles parked at an hourly interval on August 8/2016 R-005(At Birhanina
selam printing press and Habesha cinema) is realized as shown in the chart below:
12
Number of parked vehicles
10
85 percentile
4
Accumulation
2
Time of day
Figure 4.7: Accumulation curve, R-005 at Birhanina selam printing press and Habesha cinema,
August 8, 2016.
It shows the maximum demand is on the time interval between 1:00pm to 2:00pm. The reason
for this is that since there is a restaurant inside the area, most customers‟ park to use the service
within the lunch time.
Recognizing the accumulation curve of the off- street parking spaces are being utilized with in
the allowable limit or capacity the whole day, except from 3:00 pm to 4:00 pm and 5:00pm to
6:00pm which is the peak flow more than the capacity of the streets.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the
day are presented below:
54
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.12: license plate survey data result, R-004, on Monday August 8, 2016 from 1:00PM-
2:00PM
Unit
Average turn over 2.2 Vehicles/hr.
Parking volume 22 Vehicles
Average duration 23.2 Minute/vehicles
Average occupancy 85 %
Parking load 8.5 Vehicles hours
Parking capacity 10 Vehicles hours
From the result average parking duration of 23.2 minute/vehicles indicates the vehicles are
parked for medium period of time, it shows that almost two vehicles are parked within an hour.
From the turnover result of 2.2 Vehicles/hour, it is possible to say that the rate of usage of
parking space or the frequency of space availability is good.
Occupancies of 85% and parking load of 8.5 vehicles hours shows the parking space coverage of
the area is high and considered to be full, since someone looking for a space will not find an
empty one easily and may need to circle as few times before one becomes available.
55
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked at an hourly interval on August 8/2016 R-006/ kaldis coffee is
realized as shown in the chart below:
14
Number of parked vehicles
12
10
6
85 percentile
4
Accumulation
2
Time of day
The maximum demand is on the time interval between 1:00pm to 2:00pm during the lunch time.
Recognizing the accumulation curve of the off- street parking spaces are being utilized with in
the allowable limit or capacity from 8:00am to 9:00am, 10:00am to 11:00am,12:00pm to
1:00pm,3:00pm to 4:00pm and 5:00pm to 6:00pm and out of the allowable limit or capacity from
9:00am to 10:00am,11:00am to 12:00pm,1:00pm to 2:00pm and 4:00pm to 5:00pm which is the
peak flow more than the capacity of the streets.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the
day are presented below:
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Parking demand and supply analysis:
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2017
Table 4.13: license plate survey data result, R-006, on Monday August 8, 2016 from 1:00PM-
2:00PM
Unit
Average turn over 1.2 Vehicles/hr.
Parking volume 12 Vehicles
Average duration 46.25 Minute/vehicles
Average occupancy 92.5 %
Parking load 9.25 Vehicles hours
Parking capacity 10 Vehicles hours
From the result average parking duration of 46.25 minute/vehicles indicates most vehicles are
parked for long period of time, it shows that almost one vehicle is parked within an hour. From
the turnover result of 1.2 vehicles/hour, it is possible to say that the rate of usage of parking
space or the frequency of space availability is low.
Occupancy of 92.5% and parking load of 9.25 vehicles hours shows the parking space coverage
of the area is high and considered to be full, since someone looking for a space will not find an
empty one easily and may need to circle as few times before one becomes available.
57
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked at an hourly interval on July 15/2016 R-007/Diber building is
realized as shown in the chart below:
9
8
Number of parked vehicles
7
6
5
4
3 Accumulation
2 85 percentile
1
0
Time of day
Figure 4.9: Accumulation curve, R-007 at Diber bldg., July 15, 2016.
Recognizing the accumulation curve of the off- street parking spaces are being utilized with in
the allowable limit or capacity the whole day except from 8:00am to9:00am, 9:00am to10:00am
and 2:00pm to 3:00pm which is the peak flow more than the capacity of the streets.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the
day are presented below:
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.14: license plate survey data result, R-007, on Friday July 15, 2016 from 2:00PM-
3:00PM
Unit
Average turn over 1.88 Vehicles/hr.
Parking volume 15 Vehicles
Average duration 27 Minute/vehicles
Average occupancy 84.38 %
Parking load 6.75 Vehicles hours
Parking capacity 8 Vehicles hours
From the result average parking duration of 27 minute/vehicles indicates most vehicles are
parked for long period of time, it shows that almost two vehicles are parked within an hour.
From the turnover result of 1.88vehicles/hour, it is possible to say that the rate of usage of
parking space or the frequency of space availability is low.
Occupancy of 84.38% and parking load of 6.75 vehicles hours shows the parking space coverage
of the area is considered to be ideal, , since the parking space is used effectively.
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked at an hourly interval on August 8/2016 R-008(at Denver café) is
realized as shown in the chart below:
12
Number of parked vehicles
10
4 85 percentile
Accumulation
2
Time of day
It shows the maximum demand is on the time interval between 4:00pm to 5:00pm.As the place is
a multi-purpose area the peak period is observed at varies time of the day.
Recognizing the accumulation curve of the off- street parking spaces are being utilized with in
the allowable limit or capacity from 10:00am to11:00am,12:00pm to1:00pm,2:00pm to 3:00pm
and 3:00pm to 4:00pm and out of the allowable limit or capacity from 8:00am to
9:00am,11:00am to 12:00pm,1:00pm to 2:00pm,4:00pm to 5:00pm and 5:00pm to 6:00pm which
is the peak flow more than the capacity of the streets.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the
day are presented below:
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Parking demand and supply analysis:
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2017
Table 4.15: license plate survey data result, R-008, on Monday August 8, 2016 from 4:00PM-
5:00PM
Unit
Average turn over 2 Vehicles/hr.
Parking volume 16 Vehicles
Average duration 26.25 Minute/vehicles
Average occupancy 87.5 %
Parking load 7 Vehicles hours
Parking capacity 8 Vehicles hours
From the result average parking duration of 26.25 minute/vehicles indicates most vehicles are
parked for a medium period of time, it shows that almost two vehicles are parked within an hour.
From the turnover result of 2 vehicles/hr., it is possible to say that the rate of usage of parking
space is fair or the frequency of space availability is somewhat easy.
Occupancy of 87.5% and parking load of 7 vehicles hours shows the parking space coverage of
the area is high and considered to be full, since someone looking for a space will not find an
empty one easily and may need to circle as few times before one becomes available.
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked at an hourly interval on August 8/2016 R-009(at book light) is
realized as shown in the chart below:
14
Number of parked vehicles
12
10
6
85 percentile
4
Accumulation
2
Time of day
It shows the maximum demand is on the time interval between 3:00pm to 4:00pm.
Recognizing the accumulation curve of the off- street parking spaces are being utilized out of the
allowable limit or capacity the whole day. It indicates the place needs
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the
day are presented below:
62
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.16: license plate survey data result, R-009, on Monday August 8, 2016 from 3:00PM-
4:00PM
Unit
Average turn over 3.13 Vehicles/hr.
Parking volume 25 Vehicles
Average duration 17.4 Minute/vehicles
Average occupancy 90.63 %
Parking load 7.25 Vehicles hours
Parking capacity 8 Vehicles hours
From the result average parking duration of 17.4 minute/vehicles indicates most vehicles are
parked for a medium period of time, it shows that almost four vehicles are parked within an hour.
From the turnover result of 3.13vehicles/hr., it is possible to say that the rate of usage of parking
space is good or the frequency of space availability is high.
Occupancy of 90.63% and parking load of 7.25 vehicles hours shows the parking space coverage
of the area is high and considered to be full, since someone looking for a space will not find an
empty one easily and may need to circle as few times before one becomes available.
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked illegally at an hourly interval on August 8/2016 R-010(at Gera
furniture) is realized as shown in the chart below:
7
Number of parked vehicles
2 Accumulation
1
Time of day
Figure 4.12: Illegally parked vehicles, R-010 at Gera furniture, August 8, 2016.
The area has no any parking facility but as it shows on the graph a maximum of 6 Vehicles Park
at most of the time interval illegally by using internal facility road.
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked at an hourly interval on August 11/2016 R-011(at Yegna guada
bar and restaurant) is realized as shown in the chart below:
7
Number of parked vehicles
3 Accumulation
2 85 percentile
Time of day
Figure 4.13: Accumulation curve, R-011 at Yegna guada bar and restaurant, August 11, 2016.
Recognizing the accumulation curve, the off- street parking spaces are being utilized wihin the
allowable limit or capacity the whole day except from 4:00pm-5:00pm.
Remark: The vehicles park illegally on the edge of the road and the pedestrian walk way due to
insufficient road width as shown below:
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Figure 4.14: Illegal parking on the edge of the road and pedestrian walk way due to narrow road width,
R-011 at Yegna guada bar and restaurant
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the
day are presented below:
Table 4.17: license plate survey data result, R-011, on Thursday August 11, 2016 from 4:00PM-
5:00PM
Date: Thursday August 11/2016 Recording time:4:00PM-5:00PM
Weather: sunny Location:R-011/near yegna guada
Time(min) Time(min) Turn over
Bay No. 0-15 15-30 30-45 45-60 15 30 45 60
1 68042 68042 68042 68042 1 1 1 1 1
2 86571 86571 86571 86571 1 1 1 1 1
3 25363 25363 25363 25363 1 1 1 1 1
4 35995 35995 35995 35995 1 1 1 1 1
5 A50950 A50950 A50950 A50950 1 1 1 1 1
6 82518 82518 82518 82518 1 1 1 1 1
7 - - - - 0 0 0 0 0
8 A01403 A01403 A01403 A01403 1 1 1 1 1
Accumulation 7 7 7 7
Occupancy 87.5 87.5 87.5 87.5
Unit
Average turn over 0.88 Vehicles/hr.
Parking volume 7 Vehicles
Average duration 52.5 Minute/vehicles
Average occupancy 87.5 %
Parking load 7 Vehicles hours
Parking capacity 8 Vehicles hours
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Parking demand and supply analysis:
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2017
From the result average parking duration of 52.5 minute/vehicles indicates most vehicles are
parked for a longer period of time, it shows that almost one vehicle is parked within an hour.
From the turnover result of 0.88 vehicles/hr., it is possible to say that the rate of usage of parking
space is low or the frequency of space availability is low.
Occupancy of 87.5% and parking load of 7 vehicles hours shows the parking space coverage of
the area is high and considered to be full.
The number of vehicles parked at an hourly interval on August 8/2016 R-012/sheger pastry is
realized as shown in the chart below:
10
Number of parked vehicles
9
8
7
6
5
4
3 85 percentile
2
1 Accumulation
0
Time of day
Recognizing the accumulation curve of the off- street parking spaces are being utilized with in
the allowable limit or capacity from 10:00am to11:00am,12:00pm to1:00pm and 4:00pm to
5:00pm and out of the allowable limit or capacity from 8:00am to 9:00am,9:00am to
10:00am,11:00am to 12:00pm,3:00pm to 4:00pm and 5:00pm to 6:00pm which is the peak flow
more than the capacity of the streets.
Remark: The vehicles park illegally on the edge of the road and the pedestrian walk way due to
insufficient road width.
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Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the
day are presented below:
Table 4.18: license plate survey data result, R-012, on Thursday August 8, 2016 from 1:00PM-
2:00PM
Unit
Average turn over 1.75 Vehicles/hr.
Parking volume 14 Vehicles
Average duration 19.3 Minute/vehicles
Average occupancy 56.3 %
Parking load 4.5 Vehicles hours
Parking capacity 8 Vehicles hours
From the result average parking duration of 19.3 minute/vehicles indicates most vehicles are
parked for a short period of time, it shows that almost three vehicles are parked within an hour.
From the turnover result of 1.75 vehicles/hr., it is possible to say that the rate of usage of parking
space is fair or the frequency of space availability is medium.
Occupancy of 56.3 % and parking load of 4.5 vehicles hours shows the parking space coverage
of the area is low.
68
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked at an hourly interval on August 11/2016 R-013/Licha zone is
realized as shown in the chart below:
6
Number of parked vehicles
2 85 percentile
Accumulation
1
Time of day
Figure 4.16: Accumulation curve, R-013 at Licha zone, August 11, 2016.
It shows the maximum demand is on the time interval between 10:00am to 11:00am and
11:00am to 12pm.
Recognizing the accumulation curve of the off- street parking spaces are being utilized with in
the allowable limit or capacity except from 10:00am to 11:00am and 11:00am to12:00pm which
is the peak flow more than the capacity of the streets.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the day are
presented below:
69
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.19: license plate survey data result, R-013, on Thursday August 11, 2016 from
10:00AM-11:00AM
Unit
Average turn over 2.2 Vehicles/hr.
Parking volume 11 Vehicles
Average duration 24.5 Minute/vehicles
Average occupancy 90 %
Parking load 4.5 Vehicles hours
Parking capacity 5 Vehicles hours
From the result average parking duration of 24.5 minute/vehicles indicates most vehicles are
parked for a medium period of time, it shows that almost two vehicles are parked within an hour.
From the turnover result of 2.2 vehicles/hr., it is possible to say that the rate of usage of parking
space is good or the frequency of space availability is high.
Occupancy of 90 % and parking load of 4.5 vehicles hours shows the parking space coverage of
the area is high and considered to be full. Since someone looking for a space will not find an
empty one easily and may need to circle as few times before one becomes available.
70
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
9
8
Number of parked vehicles
7
6
5
4
3 85 percentile
2 Accumulation
1
0
Time of day
Figure 4.17: Accumulation curve, R-014 at Ethiopian household and office furniture, August 8,
2016.
It shows the maximum demand is on the time interval between 12:00pm to 1:00pm and 1:00pm
to 2:00pm and 2:00pm-3:00pm.
Recognizing the accumulation curve of the off- street parking spaces are being utilized with in
the allowable limit or capacity the whole day.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the day are
presented below:
71
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.20: license plate survey data result, R-009, on Thursday August 11, 2016 from 1:00PM-
2:00PM
Unit
Average turn over 1.8 Vehicles/hr.
Parking volume 18 Vehicles
Average duration 26.7 Minute/vehicles
Average occupancy 80 %
Parking load 8 Vehicles hours
Parking capacity 10 Vehicles hours
From the result average parking duration of 26.7 minute/vehicles indicates most vehicles are
parked for a medium period of time, it shows that almost two vehicles are parked within an hour.
From the turnover result of 1.8 vehicles/hr., it is possible to say that the rate of usage of parking
space is fair or the frequency of space availability is moderate.
Occupancy of 80 and parking load of 8 vehicles hours shows the parking space coverage of the
area is considered to be ideal and the parking space is used effectively.
72
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked at an hourly interval on August 8/2016 R-015(from sofonias
pastry-cinema Empire) is realized as shown in the chart below:
45
40
Number of parked vehicles
35
30
25
20
15
Illegally parked vehicles
10
5
0
Time of day
Figure 4.18: Illegally parked vehicles, R-015 from sofonias pastry to Cinema Empire, August 8,
2016.
It shows the maximum demand is on the time interval between 9:00pm to 10:00pm and
somewhat less between 10:00pm to 11:00pm.
Remark: The road side is restricted for parking due to the narrow road width but an average of
35 vehicles parks daily.
73
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked at an hourly interval on August 8/2016 L-001(CBE/Arat kilo
branch) is realized as shown in the chart below:
6
Number of parked vehicles
2 Accumulation
85 percentile
1
Time of day
Figure 4.19: Accumulation curve, L-001 at Arat Kilo branch, August 8, 2016.
It shows the maximum demand is on the time interval between 11:00am to 12:00pm, 12:00pm to
1:00pm, 2:00pm to 3:00pm and 5:00pm-6:00pm.
Recognizing the accumulation curve of the off- street parking spaces are being utilized with in
the allowable limit or capacity the whole day.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the day are
presented below:
74
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.21: license plate survey data result, L-001, on Monday August 8, 2016 from 11:00AM-
12:00PM
Unit
Average turn over 3.33 Vehicles/hr.
Parking volume 20 Vehicles
Average duration 17.25 Minute/vehicles
Average occupancy 95.83 %
Parking load 5.75 Vehicles hours
Parking capacity 6 Vehicles hours
From the result average parking duration of 17.25 minute/vehicles indicates most vehicles are
parked for short period of time,; it shows that almost three vehicle is parked within an hour.
From the turnover result of 3.33vehicles/hour, it is possible to say that the rate of usage of
parking space is good or the frequency of space availability is high.
Occupancy of 95.83% and parking load of 5.75 vehicles hours shows the parking space coverage
of the area is high and considered to be full.
75
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked at an hourly interval on August 11/2016 L-002(Tourist hotel) is
realized as shown in the chart below:
12
Number of parked vehicles
10
4 Accumulation
85 percentile
2
Time of day
Figure 4.20: Accumulation curve, L-002 at Tourist Hotel, August 11, 2016.
It shows the maximum demand is on the time interval between 4:00pm to 5:00pm.
Recognizing the accumulation curve of the off- street parking spaces are being utilized out of the
allowable limit or capacity the whole day.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the day are
presented below:
76
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.22: license plate survey data result, L-002, on Thursday August 11, 2016 from 4:00PM-
5:00PM
Unit
Average turn over 1.0 Vehicles/hr.
Parking volume 7 Vehicles
Average duration 60 Minute/vehicles
Average occupancy 100 %
Parking load 7 Vehicles hours
Parking capacity 7 Vehicles hours
From the result average parking duration of 60 minute/vehicles indicates most vehicles are
parked for long period of time, it shows that one vehicle is parked within an hour. From the
turnover result of 1.0 vehicles/hour, it is possible to say that the rate of usage of parking space is
poor or the frequency of space availability is low.
Occupancy of 100 % and parking load of 7 vehicles hours shows the parking space coverage of
the area is high or all the parking space is full and the parking lot needs no more vehicles.
77
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked at an hourly interval on August 8/2016 L-003(under construction
bldg.) is realized as shown in the chart below:
10
Number of parked vehicles
9
8
7
6
5
4
Accumulation
3
2 85 percentile
1
0
Time of day
Figure 4.21: Accumulation curve, L-003 at under construction bldg., August 8, 2016.
It shows no demand is seen between 8:00am to 9:00am and 9:00am to 10:00am and the
maximum demand is on the time interval between 1:00pm to 2:00pm and 4:00pm to 5:00pm.
Recognizing the accumulation curve of the off- street parking spaces are being utilized within the
allowable limit or capacity the whole day except from 1:00pm to 2:00pm and 4:00pm to 5:00pm.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the day are
presented below:
78
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.23: license plate survey data result, L-003, on Monday August 8, 2016 from 4:00PM-
5:00PM
Unit
Average turn over 2.18 Vehicles/hr.
Parking volume 24 Vehicles
Average duration 54.5 Minute/vehicles
Average occupancy 90.9 %
Parking load 10 Vehicles hours
Parking capacity 11 Vehicles hours
From the result average parking duration of 54.5 minute/vehicles indicates most vehicles are
parked for longer period of time, it shows that almost one vehicle is parked within an hour. From
the turnover result of 2.18vehicles/hour, it is possible to say that the rate of usage of parking
space is fair or the frequency of space availability is moderate.
Occupancy of 90.9 % and parking load of 10 vehicles hours shows the parking space coverage of
the area is high and considered to be full.
79
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked at an hourly interval on July 15/2016 off-street and Building
parking supply of L-004(Dink sira complex) is realized as shown in the chart below:
i. Off-street parking
9
8
Number of parked vehicles
7
6
5
4
3 Accumulation
2 85 percentile
1
0
Time of day
Figure 4.22: Accumulation curve, L-004 at Dink Sira complex, off-street parking, July 15, 2016.
It shows the maximum demand is on the time interval between 10:00am to 11:00am and 4:00pm
to 5:00pm.
Recognizing the accumulation curve of the off- street parking spaces are being utilized out of the
allowable limit or capacity the whole day except from 12:00pm to 1:00pm and 3:00pm to
4:00pm.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the day are
presented below:
80
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.24: license plate survey data result, L-004, on Thursday August 15, 2016 from 4:00PM-
5:00PM
Date: Thursday August 15/2016 Recording time:4:00pm-5:00pm
Weather: sunny Location: L-004 dink sira bldg.(off-street)
Time(min) Time(min) Turn over
Bay No. 0-15 15-30 30-45 45-60 15 30 45 60
1 A61549 A61549 - - 1 1 0 0 1
2 02454 02454 02454 02454 1 1 1 1 1
3 - A08313 A08313 A08313 0 1 1 1 1
4 A24619 A24619 A24619 A24619 1 1 1 1 1
5 90372 90372 90372 90372 1 1 1 1 1
6 58306 58306 58306 - 1 1 1 0 1
7 02474 02474 02474 02474 1 1 1 1 1
8 A40001 - A44434 A44434 1 0 1 1 2
Accumulation 7 7 7 6 9
Occupancy 87.5 87.5 87.5 75
Unit
Average turn over 1.13 Vehicles/hr.
Parking volume 9 Vehicles
Average duration 45 Minute/vehicles
Average occupancy 84.4 %
Parking load 6.75 Vehicles hours
Parking capacity 8 Vehicles hours
From the result average parking duration of 45 minute/vehicles indicates most vehicles are
parked for long period of time, it shows that one vehicle is parked within an hour. From the
turnover result of 1.13vehicles/hour, it is possible to say that the rate of usage of parking space is
poor or the frequency of space availability is low.
Occupancy of 84.4 % and parking load of 6.75 vehicles hours shows the parking space coverage
of the area is considered to be ideal, since the parking space is used effectively.
81
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
16
Number of parked vehicles
14
12
10
6 Accumulation
4 85 percentile
2
Time of day
Figure 4.23: Accumulation curve, L-004 at Dink Sira complex, Building parking, August 11,
2016.
It shows the maximum demand is on the time interval between 12:00pm to 1:00pm, 3:00pm to
4:00pm and 4pm-5pm.
Recognizing the accumulation curve of the building parking spaces the 85 percentile is very far
from the accumulation curve or the parking spaces are being utilized within the allowable limit
or capacity the whole day. This indicates that the shared parking strategy is needed to balance the
parking usage of the area.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the day are
presented below:
82
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.25: license plate survey data result, L-004, on Friday August 11, 2016 from 12:00PM-
1:00PM
Unit
Average turn over 0.63 Vehicles/hr.
Parking volume 10 Vehicles
Average duration 60 Minute/vehicles
Average occupancy 62.5 %
Parking load 10 Vehicles hours
Parking capacity 16 Vehicles hours
From the result average parking duration of 60 minute/vehicles indicates most vehicles are
parked for long period of time, it shows that one vehicle is parked within an hour. This is due to
most vehicles parked in the building garage are office workers within the building. From the
turnover result of 0.63vehicles/hour, it is possible to say that the rate of usage of parking space is
poor or the frequency of space availability is very low.
Occupancy of 62.5 % and parking load of 10 vehicles hours shows the parking space coverage of
the area is low and considered to be ideal, since the parking space is used effectively.
83
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked at an hourly interval on July 15/2016 off-street and Building
parking supply of L-005(Ethiopian press agency) is realized as shown in the chart below:
12
Number of parked vehicles
10
4 Accumulation
85 percentile
2
Time of day
Figure 4.24: Accumulation curve, L-005 at Ethiopian Press Agency, July 15, 2016.
It shows the maximum demand is on the time interval between 1:00pm to 2:00pm.
Recognizing the accumulation curve, the off-street parking spaces are being utilized without the
allowable limit or capacity the whole day except from 11:00am to 12:00pm and 5:00pm to
6:00pm.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the day are
presented below:
84
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.26: license plate survey data result, L-005, on Friday July 15, 2016 from 1:00PM-
2:00PM
Unit
Average turn over 2.25 Vehicles/hr.
Parking volume 27 Vehicles
Average duration 23.3 Minute/vehicles
Average occupancy 87.5 %
Parking load 10.5 Vehicles hours
Parking capacity 12 Vehicles hours
From the result average parking duration of 23.3 minute/vehicles indicates most vehicles are
parked for medium period of time, it shows that almost two vehicles are parked within an hour.
From the turnover result of 2.25vehicles/hour, it is possible to say that the rate of usage of
parking space is fair or the frequency of space availability is moderate.
Occupancy of 87.5 % and parking load of 10.5 vehicles hours shows the parking space coverage
of the area is high and considered to be full.
85
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked at an hourly interval on July 15/2016 L-006/Bilo‟s pastry is
realized as shown in the chart below:
16
Number of parked vehicles
14
12
10
6
Accumulation
4 85 percentile
2
Time of day
Figure 4.25: Accumulation curve, L-006 at Bilo‟s Pastry, July 15, 2016.
It shows the maximum demand is on the time interval between 1:00pm to 2:00pm.
Recognizing the accumulation curve of the off- street parking spaces are being utilized within the
allowable limit or capacity the whole day except from 1:00pm to 2:00pm, 2:00pm to 3:00pm,
3:00pm to 4:00pm and 4:00pm to 5:00pm.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the day are
presented below:
86
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.27: license plate survey data result, L-006, on Friday July 15, 2016 from 1:00PM-
2:00PM
Unit
Average turn over 0.92 Vehicles/hr.
Parking volume 12 Vehicles
Average duration 56.25 Minute/vehicles
Average occupancy 86.53 %
Parking load 11.25 Vehicles hours
Parking capacity 13 Vehicles hours
From the result average parking duration
of 56.25 minute/vehicles indicates most vehicles are parked for long period of time, it shows
that almost one vehicle is parked within an hour. From the turnover result of 0.92vehicles/hour, it
is possible to say that the rate of usage of parking space is poor or the frequency of space
availability is weak.
Occupancy of 86.53 % and parking load of 11.25 vehicles hours shows the parking space
coverage of the area is high and considered to be full.
87
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Parking lot-7 L-007/Arada sub-city land development and management office (ASLDMO)
The number of vehicles parked at an hourly interval on July 15/2016 L-007/ASLDM is realized
as shown in the chart below:
14
Number of parked vehicles
12
10
6
Accumulation
4
85 percentile
2
Time of day
It shows the maximum demand is on the time interval between 1:00pm to 2:00pm.
Recognizing the accumulation curve of the off-street parking spaces are being utilized within the
allowable limit or capacity the whole day except from 1:00pm to 2:00pm which is over the
capacity of the parking supply.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the day are
presented below:
88
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.28: license plate survey data result, L-007, on Friday July 15, 2016 from 1:00PM-
2:00PM
Date: Friday July 15/2016 Recording time:1:00PM-2:00PM
Weather :sunny Location: L-007/ASLDM
Time(min) Time(min) Turn over
Bay No. 0-15 15-30 30-45 45-60 15 30 45 60
1 A17443 A17443 A17443 A17443 1 1 1 1 1
2 - 66536 66536 66536 0 1 1 1 1
3 79924 79924 79924 79924 1 1 1 1 1
4 A32562 A32562 A32562 A32562 1 1 1 1 1
5 A56640 A56640 - A56640 1 1 0 1 1
6 54898 54898 54898 54898 1 1 1 1 1
7 A16800 A16800 A16800 A16800 1 1 1 1 1
8 89724 89724 89724 89724 1 1 1 1 1
9 52714 52714 52714 52714 1 1 1 1 1
10 A16046 A16046 A16046 A16046 1 1 1 1 1
11 8778 - - 4214 1 0 0 1 2
12 - - 3428 1845 0 0 1 1 2
13 2071 - - - 1 0 0 0 1
14 - 7841 - 1653 0 1 0 1 2
Accumulation 11 11 10 13 17
Occupancy 78.6 78.6 71.43 92.9
Unit
Average turn over 1.21 Vehicles/hr.
Parking volume 17 Vehicles
Average duration 39.7 Minute/vehicles
Average occupancy 80.38 %
Parking load 11.25 Vehicles hours
Parking capacity 14 Vehicles hours
As the parking lot is in the government office and then the result average parking duration of
39.7 minute/vehicles indicates most vehicles are parked for long period of time, it shows that
almost one vehicle is parked within an hour. From the turnover result of 1.21vehicles/hour, it is
possible to say that the rate of usage of parking space is poor or the frequency of space
availability is weak.
Occupancy of 80.38 % and parking load of 11.25 vehicles hours shows the parking space
coverage of the area is considered to be ideal and the parking space is used effectively.
89
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked at an hourly interval on July 15/2016 L-008/Mega books is
realized as shown in the chart below:
9
8
Number of parked vehicles
7
6
5
4
3 Accumulation
2 85 percentile
1
0
Time of day
Figure 4.27: Accumulation curve, L-008 at Mega books, July 15, 2016.
It shows the maximum demand is on the time interval between 9:00am to 10:00am.
Recognizing the accumulation curve of the off-street parking spaces are being utilized within the
allowable limit or capacity the whole day.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the day are
presented below:
90
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.29: license plate survey data result, L-008, on Friday July 15, 2016 from 9:00AM-
10:00AM
Unit
Average turn over 2 Vehicles/hr.
Parking volume 20 Vehicles
Average duration 24 Minute/vehicles
Average occupancy 80 %
Parking load 8 Vehicles hours
Parking capacity 10 Vehicles hours
From the result average parking duration of 24 minute/vehicles indicates most vehicles are
parked for medium period of time, it shows that almost two vehicles are parked within an hour.
From the turnover result of 2vehicles/hour, it is possible to say that the rate of usage of parking
space is fair or the frequency of space availability is moderate.
Occupancy of 80 % and parking load of 8 vehicles hours shows the parking space coverage of
the area is considered to be ideal and the parking space is used effectively.
91
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
The number of vehicles parked at an hourly interval on July 16/2016 L-009/channel five is
realized as shown in the chart below:
16
Number of parked vehicles
14
12
10
6
Accumulation
4 85 percentile
2
Time of day
Figure 4.28: Accumulation curve, L-009 at Channel Five, July 16, 2016.
It shows the maximum demand is on the time interval between 5:00pm to 6:00pm.The reason for
this is that as the place is bar and restaurant as well as a night club, the demand is showing
continuous increase between the time interval and even more above.
Recognizing the accumulation curve of the off-street parking spaces are being utilized within the
allowable limit or capacity the whole day except from 5:00pm to 6:00pm which is over the
capacity of the parking supply.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the day are
presented below:
92
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.30: license plate survey data result, L-009, on Saturday July 15, 2016 from 5:00PM-
6:00PM
Unit
Average turn over 1.83 Vehicles/hr.
Parking volume 22 Vehicles
Average duration 31.36 Minute/vehicles
Average occupancy 95.85 %
Parking load 11.5 Vehicles hours
Parking capacity 12 Vehicles hours
From the result average parking duration of 31.36 minute/vehicles indicates most vehicles are
parked for medium period of time, it shows that almost two vehicles are parked within an hour.
From the turnover result of 1.83vehicles/hour, it is possible to say that the rate of usage of
parking space is fair or the frequency of space availability is moderate.
Occupancy of 95.85 % and parking load of 11.5 vehicles hours shows the parking space
coverage of the area is high and considered to be full.
93
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
160
Number of parked vehicles
140
120
100
80
60
Accumulation
40 85 percentile
20
Time of day
Figure 4.29: Accumulation curve, L-004 from Ras Mekonnen Bridge to CBE/piazza branch,
September 14, 2016.
It shows the maximum demand is on the time interval between 1:00pm to 2:00pm.
Recognizing the accumulation curve of the off-street parking spaces is being utilized within the
allowable limit or capacity the whole day except from 8:00am to 9:00am, 9:00am to 10:00am
and 10:00am to 11:00am.
The statistical terms used to analyze the parking space supplies of the area at the peak hour of the day are
presented below:
94
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Table 4.31: license plate survey data result, L-010, on Wednesday September 14, 2016 from
1:00PM-2:00PM
95
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
96
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
97
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
From the result average parking duration of 55.24 minute/vehicles indicates most vehicles are
parked for long period of time, it shows that almost one vehicle is parked within an hour. From
the turnover result of 1.57vehicles/hour, it is possible to say that the rate of usage of parking
space or the frequency of space availability is weak.
Occupancy of 92 % and parking load of 133.5 vehicles hours shows the parking space coverage
of the area is high and considered to be full, since someone looking for a space will not find an
empty one easily and may need to circle as few times before one becomes available.
98
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
Figure 4.30 land use area output for parking-lot 1/Meseret cafe
99
Parking demand and supply analysis:
A case study of Arat kilo to piazza road
2017
From the above Google earth area output only surface area is obtained. To change it into Gross
square footage it was multiplied by the number of stories. i.e.
9627.24*3=28881ft2.
The actual demand rate was calculated by the peak demand divided by the Gross square footage
area of each land uses and expressed in terms of per one thousand rates.
=0.45/1000gsf.
Results of other parking lots are presented by table Results of other actual peak demand rates at
the right and left side of the road compared with the ITE standard peak demand rates are
presented by table below to ignore redundancy of procedure.:
Table 4.32 Actual versus ITE peak demand rates at the right side of the road
Land Land use type Size Unit Actual ITE demand Actual
uses demand rate rate vs ITE
R-001 Commercial 6906 GSF 0.45/1000gsf 2.84/1000gsf Below
Residential 6 Dwelling 0.83 per unit 1.23/unit Below
R-002 Commercial 1824 GSF 2.19/1000gsf 2.84/1000gsf Below
R-003 Commercial/Office 29988 GSF 0.53/1000gsf 2.84/1000gsf Below
R-004 Bank 7703 GSF 1.95/1000gsf 4/1000gsf Below
R-005 Cinema 250 Seats 0.044/seat 0.26/seat Below
Restaurant High- 18885 GSF 0.58/1000gsf 5.55/1000gsf Below
Turnover (Sit-
Down) Family
Restaurant (no
bar/lounge)
Commercial/Office 9443 GSF 1.16/1000gsf 2.84/1000gsf
R-006 Restaurant 3775 GSF 4.2/1000gsf 5.55/1000gsf Below
Commercial/Office 7551 GSF 1.06/1000gsf 2.84/1000gsf Below
R-007 Bank 11102 GSF 2.7/1000gsf 4/1000gsf Below
Commercial/Office 22205 GSF 1.35/1000gsf 2.84/1000gsf Below
R-008 Commercial/Office 16581 GSF 0.66/1000gsf 2.84/1000gsf Below
R-009 Commercial/Office 9892 GSF 1.2/1000gsf 2.84/1000gsf Below
Bank 2473 GSF 2.4/1000gsf 4/1000gsf Below
R-010 Commercial/office 1500 GSF 2.6/1000gsf 2.84/1000gsf Below
R-011 Restaurant 1785 GSF 2.8/1000gsf 5.55/1000gsf Below
R-012 Restaurant 3424 GSF 2.63/1000gsf ≫ Below
R-013 Restaurant 4425 GSF 1.13/1000gsf ≫ Below
Residential/apartment 24 Unit 0.2/unit 1.23/unit Below
R-014 Commercial/office 17340 GSF 0.46/1000gsf 2.84/1000gsf Below
R-015 Commercial/office 8584 GSF 2.44/1000gsf 2.84/1000gsf Below
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Table 4.33 Actual versus ITE peak demand rates at the left side of the road
Land Land use type Size Unit Actual ITE demand Actual
uses demand rate rate vs ITE
L-001 Bank 3079 GSF 1.62/1000gsf 4/1000gsf Below
L-002 Hotel 66 Room 0.15/room 0.89/room Below
L-003 Commercial/Office 7500 GSF 1.2/1000gsf 2.84/1000gsf Below
L-004 Commercial/Office 5368 GSF 1.49/1000gsf 2.84/1000gsf Below
Bar and restaurant 2147 GSF 3.26/1000gsf 15/1000gsf Below
L-005 Commercial/Office 4000 GSF 2.5/1000gsf 2.84/1000gsf Below
L-006 Commercial/Office 3283 GSF 2.13/1000gsf 2.84/1000gsf Below
Restaurant 1641 GSF 4.3/1000gsf 5.55/1000gsf Below
L-007 Government office 6599 GSF 1.97/1000gsf 3.65/1000gsf Below
L-008 Commercial/Office 4377 GSF 2.51/1000gsf 2.84/1000gsf Below
L-009 Restaurant/club 2100 GSF 2.6/1000gsf 16.3/1000gsf Below
High-Turnover
(Sitdown)
Restaurant with
bar/lounge
L-010 Commercial/Office 105964 GSF 1.42/1000gsf 2.84/1000gsf Below
4.4.3 Parking demand calculations using actual and ITE peak demand rates
The Institute of Transportation Engineers (ITE) produces a periodic report titled Parking
Generation, which is the accepted national standard in determining parking demand for a
development. ITE standards are based on parking demand studies submitted to ITE by a variety
of parties, including public agencies, developers and consulting firms.
The researcher includes the ITE rates as guidelines to benchmark how the study area existing
supply compares to its land uses. While recognizing that every community‟s needs are different,
below it shows what ITE would recommend as the number of spaces needed in the study area
with adjustment for the areas mixed-use characteristics.
Rates from ITE are used to determine the average peak period parking demand. The average
peak period demand is the parked cars observed at the peak period divided by the quantity of the
independent variable, such as building area or employees, expressed as a rate. To estimate the
average peak period demand in the study area, the researcher used the City's land use data from
Google earth map to determine the square footage of each land use in Arat-kilo-piazza road, and
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multiplied that square footage (or other independent variable, such as residential units or
employees) by the actual and ITE average peak period demand.
Table 4.34 Actual and ITE parking demands at the right side of the road
Land Land use type Area Actual peak ITE peak Actual ITE
uses rates rates demand demand
R-001 Commercial/Office 6906gsf 0.45/1000gsf 2.84/1000gsf 10 20
Residential 6 units 0.83/ unit 1.23/unit 5 8
R-002 Commercial/Office 1824 2.19/1000gsf 2.84/1000gsf 4 5
R-003 Commercial/Office 19988 0.53/1000gsf 2.84/1000gsf 16 57
R-004 Bank 7703 1.95/1000gsf 4/1000gsf 15 31
R-005 Cinema 250 0.044/seat 0.26/seat 11 65
Seats
Restaurant High- 11200 0.98/1000gsf 5.55/1000gsf 11 62
Turnover (Sit-
Down) Family
Restaurant (no
bar/lounge)
R-006 ≫ 3775 4.2/1000gsf 5.55/1000gsf 16 21
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Table 4.35 Actual and ITE parking demands at the left side of the road
Land use Land use type Area Actual peak ITE peak rates Actual ITE
code rates demand demand
L-001 Bank 3079 1.62/1000gsf 4/1000gsf 5 12
L-002 Hotel 66 0.15/room 0.89/room 10 59
L-003 Commercial/Office 7500 1.2/1000gsf 2.84/1000gsf 9 21
L-004 Commercial/Office 5368 1.49/1000gsf 2.84/1000gsf 8 15
Restaurant 2147 3.26/1000gsf 5.55/1000gsf 7 12
L-005 Commercial/Office 4000 2.5/1000gsf 2.84/1000gsf 10 12
L-006 Commercial/Office 3283 2.13/1000gsf 2.84/1000gsf 7 9
Restaurant 1641 4.3/1000gsf 5.55/1000gsf 7 9
L-007 Government office 6599 1.97/1000gsf 3.65/1000gsf 13 24
L-008 Commercial/Office 4377 2.51/1000gsf 2.84/1000gsf 11 12
L-009 Restaurant/club 2100 7.1/1000gsf 16.3/1000gsf 15 34
High-Turnover(Sit
down Restaurant
with bar/lounge)
L-010 Commercial 105964 1.42/1000gsf 2.84/1000gsf 150 301
Total 252 520
There for the study area has a total demand of 288+252=540 by actual/observed peak demand
rates and 835+520=1355 by ITE peak demand rates which is the sum of both at the right and left
side of the road.
Table 4.36 Additional parking required by Actual and ITE demands at the right side of the road
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Table 4.37 Additional parking required by Actual and ITE demands at the left side of the road
There for the current observed/actual demand requires a minimum of 146+40=186 additional
parking spaces where as the ITE standard recommends an additional parking space of
703+266=969 which is the sum of parking spaces both at the right and left side of the road. By
considering that the ITE is a high standard manual and it follows the high standard living style of
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most developed countries, it may not be appropriate directly applying it in our country. So taking
the average of the two /577 parking spaces are better.
P P P P P P P P P P
1 2 3 4 5 6 7 8 9 10
Road
P P P P P P P P P P P P P P P
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
From the above parking lot-diagrams two from the right and one from the left mixed-use
parking lots were selected by systematic random sampling considering the factors such as
parking capacity, problems seen, location and purpose (i.e. parking-lot 3,15and 6).
From the commercial parking lots one from the right and one from the left side were
selected(i.e. parking lot 10 and 8)
From the café and restaurant parking lots one from the right was selected(i.e. parking lot-12)
From office parking lots one from the left was selected(i.e. parking lot-5)
From bank area one parking lot from the left was selected(i.e. parking lot-1)
From hotel one parking lot from the left was selected(i.e. parking lot-2)
Study population size=sum of peak parking demands in each selected parking lots
=Mixed use(16+42+14)+commercial(6+7)+café &restaurant(9)+office(11)+bank(5)+hotel(10)
=120
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n=
Where: Z = The Z- score corresponding to the 95% confidence level which is 1.96.
e = margin of error/confidence interval
N=population size
Assumption for calculating the sample size:
•Population size=120
• Confidence level = 95%
• 5% margin of error/confidence interval
• 50% proportion for general level of accuracy is appropriate.
Taking the above assumption „n‟ becomes 100.
4.5.3 Results and analysis of questionnaires
4.5.3.1 Demographics
Age of respondent
About 6% of the respondent are the age between 18-25, 48% are 25-35,38% are 35-45 and 8%
are 45 and above.
4.5.3.2 Are you a resident, visitor, business man, or member of the student or worker?
Drivers were asked whether they are a resident, visitor, business man, or student/worker. About
49% of the respondents reported they are residents, 11%of them are visitors, 26% are business
men and the remaining 14% are student or worker.
Drivers were asked which vehicle type they drive mostly. These questions, drivers were able to
mark response choices. Public transportation: taxi, bus; Private car and Governmental
organization transport. Overall, 27% of respondents indicated that they use public transport
vehicles, 59% of respondents reported that they mostly use private cars and the remaining 14%
use government organization transport.
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4.5.3.4 How many times do you park in the area within a week?
Driver reported from the multiple choices how many times as they park in the area within a
week.10% of respondents reported that they park in the area 2-3 days,24% reported 3-5 days,
47% reported 5-7 days and the remaining 19% reported sometimes.
Drivers reported the type of parking places where they used to park at most of the time from the
multiple choices. About 17% of the respondents reported private off-street parking; about 7%
reported private building parking, about 10% reported public parking, about 61% reported on-
street parking and the remaining 5% reported government organization parking.
4.5.3.6 How would you characterize your ability to find parking lots?
Drivers were asked how characterize they encounter finding available parking facilities. Among
the overall sample, no one say it‟s easy to find parking spaces, 20% of the respondents reported
its somewhat easy ,32 % indicated that its somewhat difficult and 48% of the respondents
reported its difficult.
Drivers were asked why they park in the area most of the time. About 4% of the respondents say
for shopping, 8% of the respondents say to visit restaurants/bar, 42% say to visit personal
services and 46% of the respondents say to work.
4.5.3.8 What do you estimate the average length of time you park in the area on a
typical trip?
Drivers reported the average length of time they park in the area on a typical trip.24% of the
respondents reported less than one hour, 33% of the respondents reported one to two hours, 23%
of the respondents reported two to four hours, 13% of the respondents reported four to eight
hours and the remaining 7% respondents reported more than eight hours.
Drivers were asked how they characterize the parking fee in the area.14% of the respondents say
less than expected, 12% of the respondents say more than expected and 74% of the respondents
say adequate.
4.5.3.10 Should the City administrator finance and build additional parking in the area?
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Drivers were asked whether the city administrator finance and build additional parking in the area.27%
of the respondents say yes-on its own, 69% of the respondents say yes-in partnership with the private
sectors and the remaining 4% say no.
4.5.3.11 Which parking type do you prefer if the City administrator finance and build?
Drivers were asked which parking type they prefer if the city administrator finance and
build.72% of the respondents reported building parking whereas the remaining 28% of the
respondents reported on-street parking.
4.5.3.12 Are the ways finding signs in the area easy to follow and to get destinations?
Drivers were asked the way of finding parking signs in the area.11% of the respondents say yes,
12% of the respondents say difficult to understand, 52% of the respondents say no parking signs
at most of the places and 25% of the respondents say there are no any parking signs at all.
4.5.3.13 Which problem do you think is the main cause of parking problem in the area?
Drivers reported the main problem they think that causes parking problem in the area. About
60% of the respondents reported shortage of on-street and off-street parking facilities 11% of the
respondents reported lack of knowledge in parking users and 29% of the respondents reported
parking management policy problem.
4.5.3.14 If you have any suggestions or ideas to improve parking and way findings please
write them in the space below:
Finally the drivers were asked to give their suggestions or ideas to improve the current parking
supplies. Most of the respondents reported as there is a shortage of on-street and off-street
parking supplies in the area, the city administrator should build additional parking facilities
specially they prefer building and public parking facilities. They also suggests as the parking
signs should be provided in the area in addition to parking policy preparation.
Analysis
From the questionnaires distribute to strength the parking demand of the area the following
analysis are formulated:
Majority of the respondents were from the questionnaires collected majority of the respondents
were male and young/ the age between 25 to 35 years. About half of the respondents were
residents of the area and more than half of the respondents use private cars and parks in the area
5 to 7 days a week with average parking duration of one to two hours within a day in a certain
parking lot. This indicates that as the customers uses the parking lots frequently for a long period
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they need off-street parking facilities to afford for long-term usages. Majority of the respondents
use on-street parking facilities due to lack of sufficient parking facilities and they say it‟s
difficult to find parking spaces within the street. Even though the current parking fee is almost
fair and appropriate, some of the drivers are not willing to pay it. In the future most of the drivers
want for building parking rather than on-street parking facility.
Customers also reported that absence of parking marks and signs are creating inefficient
utilization of parking spaces due to confusion of the availability of parking spaces and whether a
certain parking space is restricted or not. In addition to these customers are also suggests the
parking meter technology which enables to give information about the availability of parking
spaces in each parking lot and makes parking fee simple by smart card system.
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5.1 Conclusions
This research sought to understand the parking demand and supply characteristics for Arat kilo to
piazza road. The actual weekday and weekend site survey from the 8:00AM morning to 6:00PM
afternoon was made to calculate the peak demand of the area in addition with some
questionnaires distributed to support the demand. The license plate survey was also made to
support the actual parking space supply of the area.
The study area has a total of 413 parking spaces from which 199 are on-street 180 are off-street
and 34 are building parking spaces with average turnover of 1.82 vehicles/hr., average parking
duration of 34.24 minute/vehicles and average occupancy of 86.4%.
From the result average parking duration of 34.24 minute/vehicles indicates most vehicles are
parked for long period of time, it shows that almost two vehicles are parked within an hour.
From the turnover result of 1.82vehicles/hour, it is possible to say that the rate of usage of
parking space is fair or the frequency of space availability is moderate.
Average occupancy of 86.4% shows the parking space coverage of the area is high and
considered to be full. Since someone looking for a space will not find an empty one easily and
may need to circle as few times before one becomes available.
The peak demands vary along the day with respect to the purpose of the service. Mostly the peak
demand is seen in the morning between 2:00AM to 3:00AM, in the lunch time between 6:00AM
to 7:00 and in the afternoon between 10:00AM to 12:00PM.
Parking spaces within the area are used by shoppers, cinema house customers, café, bar and
restaurant users, bank customers and government and private office workers, who at certain
times will compete for the available spaces. The availability and parking fees of the area varies
significantly between different roads within the study area based on the facility going on. And
the parking fee is ranges from 0.5 birr to 2.00birr per 30 minutes time interval. Most of the
parking lots serve parallel and perpendicular parking directions. Even if this type of parking is
more scalable or requires little parking space than parallel and angular parking facilities, it
causes obstruction and accident to the road traffic.
The demand estimation was done by land use analysis. The actual demand rate indicates the
community around this area needs additional 186 parking spaces whereas the ITE standard
recommends 969 parking spaces to afford the existing demand.
To support the current parking demand and supply of the area some questionnaires which contain
15 questions with a sample size of 100 was distributed to the drivers. From the questionnaires
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collected majority of the respondents were male and the age between 25 to 35 years. About half
of the respondents were residents of the area and more than half of the respondents use private
cars and parks in the area 5 to 7 days a week with average parking duration of one to two hours
within a day in a certain parking lot. Majority of the respondents use on-street parking facilities
and they say it‟s difficult to find parking spaces within the street. Even though the current
parking fee is almost fair and appropriate, some of the drivers are not willing to pay it. In the
future most of the drivers want for building parking rather than on-street parking facility.
Generally the available parking spaces are not balanced with the current demand of the area this
and the following other problems are observed in the study area
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5.2 Recommendations
The government should develop parking policy and strategy in national level that used to
improve the parking usage of the area and brings an effective and efficient usage of
parking spaces.
As new building development occurs, ensure that the parking needs are addressed
according to the standards and the government should take appropriate measurements for
those that are not constructed based on the standards.
The government should construct and widely spreads smart parking facilities as being
started in some selected areas of the city. This type of parking space is not located on
road side, in which any member of the public can park. It should be constructed with the
mandate of specific regulations (e.g. maximum stay hours or minutes, payment of fee etc)
and can be operated by public or private sector or organization. This type of parking lot is
best fitted at the road from parking lot-1(at Meseret café) to parking lot 13(at licha zone
near Ras Mekonnen bridge) It promises to provide accessibility for people to visit
downtown or any places within the city because the people are confidence of where to
park.
Working with parking stakeholders, it should be ensured that on‐street and off‐street
parking options are well coordinated, quick turnover for retail/restaurant uses while off‐
street parking options are used for employee parking and other long‐term needs.
Develop a timeline and funding sources to upgrade parking meter technology and
equipment, such as installing meters able to accept credit and debit cards, multi‐space
meters and other improvements to enhance the customer experience. This technology also
allows for better monitoring of peak hour usage so rates can be adjusted to reflect
demand and enforcement issues can be eased.
Make the best use of all available spaces, using shared parking and limited use strategies.
This includes using of parking spaces with the nearest available parking spaces whenever
the current parking space supply is full.
Continuously educate the public on availability and location of parking to meet the need
for more information about parking options and to adapt angular parking facilities as it is
the gentler turn allows easier and quicker parking, narrower aisles, and thus higher
density than perpendicular parking.
Develop a standardized parking signs and other information systems throughout the area
that makes the drivers easy to find parking spaces and direct them to the parking supply
available in the nearest location this finally facilitate the parking usages of the area.
Off-street parking facilities/spaces should be provided at designated areas of the study
area. Insufficient off-street parking facilities results in on-street parking which reduces
the effective width of roads, thus leading to obstruction of traffic flow.
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Parking restrictions are to be enforced at Ras Mekonnen bridge to Piazza Round about
where only one sided on-street parking is allowed, and traffic police will need to be
empowered to do so
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Future studies
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References
Anderson S.P and de Palma A. (2004).The economics of pricing parking. Journal of Urban
Economics.
Bendtsen, P.H. (1967).Traffic generation. Socio-Economic Planning Science.
Cervero, R. (1998). Transit Metropolis: A Global Inquiry. Washington, D.C.: Island Press.
Chakrabarti, S. a. (2010). Behavioral Characteristics of Car Parking Demand: A Case Study of
Kolkata. India Journal.
Dueker, K. J. et al. (1998). Strategies to attract auto users to public transportation: Transit
Cooperative Research Program. Washington, D.C.: National Academy Press.
Federal Democratic Republic of Ethiopia. (2014) .Addis Ababa Urban and Metropolitan
Transport and Land Use Linkages Review.
Hass-Klau, C. et al. (1992). Civilized streets: a guide to traffic calming. Brighton: Environmental
and Transport Planning.
Hitge G,Roodt LDV.(2006). Evaluating parking requirements in South Africa with specific
reference to regional shopping centre.
Institute of Transport Engineers (ITE). (1987). parking generation (2nd ed.). Washington DC:
Institute of Transportation Engineers.
Institute of Transportation Engineers (ITE). (2010). Parking Generation (4th ed.). Washington
D.C: Institute of Transportation Engineers.
Kadlyali, D. (2010). Traffic Engineering and Transport Planning. New Delhi: Khanna Publisher.
L. R Kadiyali. (1987). Traffic Engineering and Transportation Planning. New Delhi: Khanna
Publishers.
Marcel Buffat. (2010).The perception of the urban parking problem, Masters‟s thesis.
Rachel R Weinberger, John Kaehny and Matt Rufo. (2010). U.S Parking Policies: an overview of
management strategies.
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Russell, G. T. and Anthony, J.R. (1999). A parking search model, Journal of Transportation
Research A. Vol. 32, No.3, 159-
Statistical analysis of parking by land use. (2007). Monroe country department of planning and
development.
Urban Land Institute, Parking Consultants Council (2000). The Dimensions of Parking (4th ed.).
Washington, D.C.
Willson RW, Shoup DC. (1995). Parking Subsidies and Travel Choices: Assessing the Evidence.
Transportation, 17(2):141–157
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Appendix A-1
Data collection sheet: license plate survey
Unit
Average turn over Vehicles/hr.
Parking volume Vehicles
Average duration Minute/vehicles
Average occupancy %
Parking load Vehicles hours
Parking capacity Vehicles hours
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Appendix A-2
Parking volume at the right side of the road in each time interval of the day
Week-
Hour starting
day
8am-9 am 9am-10 am 10am-11 am 11am-12pm 12pm-1pm 1pm-2pm 2pm-3pm 3pm-4pm 4pm-5pm 5pm-6pm
Parking lots
Off –street
Off -street
Off -street
Off -street
Off -street
Off -street
Off -street
Off -street
Off -street
Off-street
On-street
On-street
On-street
On-street
On-street
On-street
On-street
On-street
On-street
On-street
Building
Building
Building
Building
Building
Building
Building
Building
Building
Building
on
1 12 7 11 9 10 5 8 8 13 9
2 2 3 4 1 0 4 2 1 2 3
3 12 10 14 14 15 14 15 16 12 16
4 8 10 7 8 7 11 7 9 15 7
5 9 10 7 8 6 11 7 5 6 8
6 8 3 10 2 8 4 9 3 6 2 12 4 10 2 8 4 9 5 7 4
7 7 11 9 7 12 9 6 10 10 5 10 9 6 9 8 4 11 11 8 12 10 7 12 9 5 11 9 4 13 9
8 8 7 4 9 4 9 5 5 11 10
9 9 8 6 7 10 10 11 12 11 5
9.5 2 3 4 2 1 3 2 1 0 1
10 4 5 6 6 5 5 3 6 6 6
11 3 2 5 3 0 2 1 0 0 1
12 5 6 1 9 1 2 3 4 1 7
13 3 2 5 5 2 2 4 1 3 1
14 3 3 3 2 8 8 8 5 2 4
15 32* 31* 27* 26* 29* 31* 28* 42* 38* 31*
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Appendix A-3
Parking volume at the left side of the road in each time interval of the day
Hour starting
Week
-day
2-3 AM 3-4 AM 4-5 AM 5-6 AM 6-7 AM 7-8 AM 8-9 AM 9-10 AM 10-11 AM 11AM-12
PM
Parking lots
Off –street
Building
Off -street
Off -street
Off -street
Off -street
Off -street
Off -street
Off -street
Off -street
On -street
On -street
On -street
Off-street
On-street
On-street
On-street
On-street
On-street
On-street
On-street
Building
Building
Building
Building
Building
Building
Building
Building
Building
on
B
B
1 3 4 4 5 5 2 5 4 3 5
2 6 6 7 9 8 7 6 8 10 8
3 0 0 4 8 7 9 6 5 9 8
4 8 7 7 4 8 7 7 5 6 8 7 6 7 5 6 8 8 8 7 4
5 9 7 8 6 9 10 8 9 8 6
6 11 1 8 9 6 14 12 12 13 5
0
7 8 7 1 9 8 13 11 11 11 8
0
8 4 7 6 5 6 4 5 5 4 5
9 1 2 4 9 8 6 10 6 10 15
10 92 113 121 135 131 151 141 132 138 134
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Appendix B
Questionnaire form
Raw public parking survey data were collected by the following questionnaires:
1. Gender
o Male o Female
2. Age
o 18-25
o 25-35
o 35-45
o 45 and above
3. Are you a resident, visitor, business man, or member of the student, faculty, or staff?
4. Which vehicle type do you mostly use?
o Public transportation: taxi, bus
o Private car
o Governmental organization transport
5. How many times do you park in the area within a week?
o 2-3 days
o 3-5 days
o 5-7 days
o Sometimes
6. Most of the time at which parking type do you park?
o Private off-street parking
o Private building parking
o Public parking
o On-street parking
o Governmental organization parking
7. How would you characterize your ability to find parking lots?
o Easy
o Somewhat easy
o Somewhat difficult
o Difficult
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Appendix C
Pictures showing different activities and problem observed
Researcher on data
collection at parking
lot-6/kaldis cofee
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