estimation and improvement of various parking facilities present at lovely professional university

1

ESTIMATION AND IMPROVEMENT OF VARIOUS

PARKING FACILITIES PRESENT AT

LOVELY PROFESSIONAL UNIVERSITY

A CAPSTONE PROJECT REPORT

Submitted by

SITESH KUMAR SINGH

ASHISH MOHAN GUPTA

UJJWAL CHOPRA

RITESH SINGH

in partial fulfillment for the award of the degree

of

BACHELOR OF TECHNOLOGY

IN

CIVIL ENGINEERING

Under The Guidance of Submitted by:

Humaib Nasir Sitesh Kumar Singh (Reg.No.-11108667)

Lecturer Ashish Mohan Gupta(Reg.No.-11008836)

Ujjwal Chopra (Reg.No.-11004614)

Ritesh Singh (Reg.No.-11010719)


Phagwara – 144411, Punjab (India)

2


CERTIFICATE

Certified that this project report entitled “ESTIMATION AND

IMPROVEMENT OF VARIOUS PARKING FACILITIES PRESENT AT

LOVELY PROFESSIONAL UNIVERSITY’’ submitted by “SITESH

KUMAR SINGH, Reg. No: 11108667, ASHISH MOHAN GUPTA, Reg.

No: 11008836, UJJWAL CHOPRA, Reg. No.: 11004614, RITESH SINGH,

Reg. No.: 11010719’’ student of Civil Engineering Department, Lovely

Professional University, Phagwara, Punjab who had carried out the project

work under my supervision.

This report has not been submitted to any other university or institution for the

award of any degree.

SIGNATURE SIGNATURE

Mrs. Dolonchapa Prabhakar Humaib Nasir

HEAD OF THE DEPARTMENT SUPERVISOR

Lecturer

Department Of Civil Engineering Department Of Civil Engineering

3

ABSTRACT

In the ―Estimation and Improvement of Various Parking Facilities at Lovely

Professional University‖ we collected data from different parking space of our

University. Initially we figured out what is the variation of PCU (Passenger Car

Unit) with a certain time and then we compared all these data with the help of

―t- test― to find out whether these parking pattern and demand are same or

different. In another part we find out the ―spatial and temporal distribution‖ of

NH-01 to LPU road traffic vehicle, here ―spatial distribution‖ is the variation of

PCU with distance and in ―temporal distribution‖ variation of PCU with time.

The obtained data of parking pattern and parking demand, it tells about the need

of improvement in parking facilities. According to the need of parking, a

solution model of parking had been presented by us telling how to enhance the

parking demands with the parking design methods, parking lot design and the

methods of greening parking lot design.

Parking lot design provides proper alignment of parking places and makes the

parking place enhanced and reduces the trafficking in parking places. Greening

parking lot gives a green way for parking places i.e, ecofriendly environment of

parking places which maintains the temperature of parking places, protects the

vehicles from heat and gives a cool environment.

4

ACKNOWLEDGEMENT

We want to thank Lovely Professional University, Punjab for providing me the

open door to utilize their assets and work in such a challenging environment.

First and foremost we take this opportunity to express our deepest sense of

gratitude to our guide Humaib Nasir for his able guidance during our project

work. This project would not have been possible without his help and the

valuable time that he has given us amidst his busy schedule.

I would also like to extend my gratitude to Mrs. Dolonchapa Prabhakar, Head

of Department, School of Civil Engineering, who has always encouraged and

supported in doing our work.

Last but not the least I would like to thank all the staff members of Department

of Civil Engineering and University who have been very cooperative with us.

Sitesh Kumar Singh

Reg.No.:11108667

B.Tech-M.Tech(Dual Degree)-CE

Ashish Mohan Gupta

Reg.No.:11008836

B.Tech-CE

Ujjwal Chopra

Reg.No.:11004614

B.Tech-CE

Ritesh Singh

Reg.No.:11010719

B.Tech-CE

Dept. of Civil Engineering,

Lovely Professional University, Punjab

5

DECLARATION

We hereby declare that the project work entitled ―ESTIMATION AND

IMPROVEMENT OF VARIOUS PARKING FACILITIES PRESENT AT

LOVELY PROFESSIONAL UNIVERSITY‖ is an authentic record of our

own work carried out as requirements of Capstone Project for the award of

degree of B.Tech in Civil Engineering from Lovely Professional University,

Phagwara, under the guidance of Humaib Nasir, during August to December,

2014.

Sitesh Kumar Singh

Reg. No.: 11108667

(Signature of Student)

Ashish Mohan Gupta

Reg.No.:11008836


Ujjwal Chopra

Reg.No.:11004614


Ritesh Singh

Reg.No.:11010719


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TABLE OF CONTENT

Sr.NO. CONTENT PAGE NO.

ABSTRACT ……………………………………….…………………... 3

LIST OF TABLE …………………………………..………………….. 7

LIST OF FIGURES ……………………………..………….…………. 8

LIST OF SYMBOLS ………………………….……………………..... 9

1. Introduction …………………………………………………..…. 10 - 13

1.1. Types of Parking Pattern ……………………………….….…… 10

1.2. Parking demand Characteristics ………………………………... 10

1.3. Passenger Car Unit ……………………………………………... 11

1.4. Data Collection Methodology ………………………………….. 13

2. Literature Review …………………………………………….…. 14 - 17

2.1. Parking Studies …………………………………………………. 14

2.2. Case Studies ……………………………………………………. 15

3. Empirical Study ………………………………………….……… 18 - 30

3.1. Data Collection Site …………….…………………..………….. 18

3.2. Data Collection Methodology …….……………….…….……... 18

3.3. Data Analysis and its Methodology ….……………………..….. 18

3.4. Comparison of Data ……………………………………………. 25

3.5. Impact Study ……………………………………….………....... 27

4. Rationale and Scope of Study ……………………………………….. 31

5. Objective and Hypothesis of Study ……….………………………… 32

6. Expected Outcomes of Study …………………………….….………. 33

7. Improvement Methodology ……………………….….………… 34 - 50

7.1. Problem Encountered …………………………………….….…. 34

7.2. Solution Techniques and Improvement ………...………………. 35

7.3. Parking Design …………………………………………….…… 36

7.4. Parking Lot Design …………………….……………...…..……. 42

7.5. Greening Surface Parking Lot ………………….………………. 47

8. Result and Discussion ……………………………….……………….. 52

9. Conclusion of Report ………………………………….……………... 53

10. Appendices …………………………………………………….... 53 - 61

10.1. Appendix-I PCU values of vehicle classes …...…...….…..……. 53

10.2. Appendix-II Tentative equivalency factor……..……………….. 53

10.3. Appendix-III Parking Plan of Sector-1…………………………. 54

10.4. Appendix-IV Parking Plan of Sector-2…………………………. 55

10.5. Appendix-V Parking Plan of Sector-3 …………………………. 56

10.6. Appendix-VI Parking Plan of Sector-4 ………………….………57

10.7. Appendix-VII Data Collection Photographs …………………… 58

11. References and Bibliography …………………………….................. 62

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LIST OF TABLES

Sr.No. Description Page No.

01. PCU factor for different type of vehicle 13

02. PCU for Eastern Gate Parking 19

03. PCU for Main gate-1A parking 20

04. PCU for Inside Western Gate Parking 21

05. PCU for Main Parking 22

06. PCU for SBRM Hospital Parking 23

07. PCU for Southern Gate Parking 24

08. Comparison of mean of the PCU by t-test 25

09. Total number of vehicle for stretch-1 29

10. Total number of vehicle for stretch-2 29

11. Accessible parking requirements 43

12. PCU values of vehicle class 53

13. Tentative equivalency factor suggested by IRC 53

8

LIST OF FIGURES

Sr.No. Description Page No. 01. Graph: Variation of PCU with time of Eastern Gate

Parking 19

02. Graph: Variation of PCU with time of Main Gate-

1A Parking 20

03. Graph: Variation of PCU with time of Inside

Western Gate Parking 21

04. Graph: Variation of PCU with time of Main

Parking 22

05. Graph: Variation of PCU with time of SBRM

Hospital Parking 23

06. Graph: Variation of PCU with time of Southern

Gate Parking 24

07. Graph: Spatial Variation 29

08. Graph: Temporal Variation 30

09. Design of Parking Modules, Circulation roadways

and Ramps

36

10. Design of Bays 39

11. Angle parking aisle 40

12. Angle parking module layout 40

13. Wheel Stop Distance 41

14. Size of accessible parking spaces 44

15. Aisle width 44

16. Pedestrian circulation 45

17. Greening surfaces 47

18. Design concept of Pedestrian pathway with single

row of shade tree

49

19. Open joint pavers 49

20. Permeable paving 50

21. Site of Eastern Gate Parking 58

22. Site of Main Gate-1A Parking 58

23. Site of Inside Western Gate Parking 59

24. Site of Main Parking 59

25. Site of SBRM Hospital Parking 60

26. Site of Southern Gate Parking 60

27. Sites of Impact Study 61

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LIST OF SYMBOLS, ABBREVIATIONS AND

NOMENCLATURE

Sr.No. Symbol/Avv./Nom. Description

01. PCU Passenger Car Unit

02. Reg. Registration

03. LPU Lovely Professional University

04. IRC Indian Road Congress

05. UCLA University Of California

06. ISSN International Standard Serial Number

07. GIS Geographical Information System

08. NH National Highway

09. Km Kilometers

10. NMV Non – motorized Vehicle

11. M Meter

12. Mm Millimeter

13. Ft Feet

14. LID Low Impact Development

10

CHAPTER:1: INTRODUCTION

As we all know that Lovely Professional University is one of the largest

University of India spread in 600+ acres campus area and 50,000 + population.

Most of the people have their own vehicles, so there is a huge demand of proper

parking space. In order to study the parking demand and providing a suitable

solution, this project is all about.

Proper design of parking space is very important for good transporting system.

If there will be lack of parking space and facility then it will be a chaotic

condition for everyone. But designing of any parking space is not a easy job. It

seeks a lot of parameters which we need to know, we need to find out with the

help of simple data by applying some technique.

There are two type of parking pattern:

1.1. Types of parking pattern

1.1.1. On street parking

It is having two types:

a). Parallel parking

b). Angle parking

1.1.2. Off street parking

Off street parking are having five types:

a). Surface car parking

b). Multistory car parking

c). Roof parking

d). Mechanical car parking

e). Underground car parking

1.2.Parking demand characteristics

There are four type of characteristic demand. This is having full impact on

parking demand.

1.2.1. Parking accumulation

It is defined as the number of parked vehicle at a specified time is called

Parking accumulation.

1.2.2. Parking duration

Parking duration is defined as the length of time for which vehicle uses the

facility.

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1.2.3. Parking volume

Parking volume means number of vehicle involved in parking activity is called

parking volume.

1.2.4. Occupancy

It is defined as the ratio of number of vehicles using parking facility to the

number of parking facility available at a specified time.

1.3.PCU (Passenger Car Unit)

Different class of vehicles such as cars, vans, buses, trucks, auto rickshaw,

motor cycles, pedal cycles, bullock carts, etc. are found to use the common

roadway facilities without segregation on most of the roads in developing

countries like India.The flow of traffic with unrestricted mixing of different

vehicle classes on the roadways form the heterogeneous traffic flow or the

mixed traffic flow. The different vehicle classes have a wide range of static

characteristics such as length, width, etc. and dynamic characteristics such as

speed, acceleration, etc. Apart from these, the driver behavior of the different

vehicle classes is also found to vary considerably. Therefore the mixed traffic

flow characteristics are very much complex when compared to homogeneous

traffic consisting the passenger car only. It is rather difficult to estimate the

traffic volume and capacities of roadway facilities under mixed traffic flow,

unless the different vehicle classes are converted to one common standard

vehicle unit. It is common practice to consider the passenger car as the standard

vehicle unit to convert the other vehicle classes and this unit is called Passenger

Car Unit or PCU. Thus in mixed traffic flow, the traffic volume and capacity are

generally expressed as PCU per hour or PCU/lane/hour and the traffic density as

PCU per kilometer length of lane.

The PCU may be consider as a measure of the relative space requirement of a

vehicle class compared to that of a passenger car under a specified set of

roadway, traffic and other conditions. If the addition of one vehicle of a

particular class in the traffic stream produces the same effect as that due to the

addition of one passenger car, then that vehicle class is considered equivalent to

the passenger car with a PCU value equal to 1.0. The PCU value of a vehicle

class may be considered as the ratio of the capacity of a roadway when there are

passenger cars only to the capacity of the same roadway when there are

passenger cars only to the capacity of the same roadway when there are vehicles

of that class only.

PCU is an interference value which is being used to change a vehicle in to its

equivalent passenger car unit. The equivalent PCUs of different vehicle

categories does not remain same under different circumstances. According to

IRC-106 following are the PCU value of different vehicles.

12

Factors affecting PCU values:

i. Vehicles characteristics such as dimensions, speed, acceleration and

braking characteristics.

ii. Transverse and longitudinal gaps or clearances between moving

vehicles which depends upon the speeds, driver characteristics and the

vehicle classes at the adjoining spaces.

iii. Traffic stream characteristics such as composition of different vehicle

classes, mean speed and speed distribution of the mixed traffic stream,

volume to capacity ratio, etc.

iv. Roadway characteristics such as road geometries including gradient,

curve, etc. access controls, rural or urban road, presence of

intersections and the types of intersections.

v. Regulation and control of traffic such as speed limit, one way traffic,

presence of different traffic control devices, etc.

vi. Environmental and climatic conditions.

Therefore the PCU value of a particular vehicle class may not remain a constant

value as generally assumed.

The important factors taken into account for a simple analysis of PCU values of

different vehicle classes are:

a. Average speed of the vehicle class under the prevailing roadway and

traffic conditions within the desired speed range.

b. Average length and width of the vehicle class.

c. Average transverse gap and longitudinal gap allowed between the

vehicles of the same class in the speed range under consideration, during

compact stream flow.

Based on the above factors, three different sets of PCU values have been

worked out for:

1. Urban roads, mid block sections

2. Signalized intersections

3. Kerb parking.

These are presented in Appendix – I.

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Table:1: PCU factor for different type of vehicle

Sr.No. Vehicle Type PCU

Fast Vehicles

1. Two wheeler motor cycle or scooter etc 0.5

2. Passenger car pick up van 1.0

3. Auto rickshaw 1.2

4. Light commercial vehicle 1.4

5. Truck or Bus 2.2

6. Agricultural tractor trailer 4.0

Slow Vehicles

1. Cycle 0.4

2. Cycle Rickshaw 1.5

3. Tonga (horse drawn vehicle) 1.5

4. Hand cart 2.0

1.4.Data collection methodology

There is two type of data collection methodology for study of parking survey.

1.4.1.Beat survey:

To accommodate at least six to eight beats the data is analyzed to determine (for

each vehicle) the number of beats ‗n‘ in which they are present. The parking

duration of ‗I‘th vehicle is taken as nI*beat duration. If such a vehicle pass

through nj beats then the parking duration will be at least nj*beta duration. The

arrival rate of vehicle between second and third beats with the beat duration is

‗t‘.

1.4.2.Continuous survey:

In continuous survey initially we use to note down the distinguish feature of the

vehicles. Then we note down its arrival time and departure time at the entry

place. Then parking duration will be equal to the difference between departure

time and arrival time. Then we have to find out dimension of the shopping area.

We should measure the approximate length and width of the shopping area.

Now with the help of length and width we can find out the shopping area then

parking space for vehicles.

14

CHAPTER:2: LITERATURE REVIEW

2.1. Parking Studies

The demand by automobile users of parking space is one of the major problems

of highway transportation, especially in metropolitan cities. In industrial,

commercial and residential places with multi-storeyed buildings, demand is

particularly high. Parking studies are useful to evaluate the facilities available.

Various aspects to be investigated during parking studies are:

i. Parking demand

The parking demand may be evaluated by different methods. One of the

methods is by making counts of the selected area and recording

accumulation of vehicles during the peak hours by subtracting the outgoing

traffic from the traffic volume entering the cordoned area.

Only other method is by counting the number of vehicles parked in the area

under study during different periods of the day; this method is useful when

the parking demand is less than the space available for parking. By noting

the registration number of each parked vehicle at any desired time interval

(such as 30 minute, one hour, etc.) it is possible to estimate the duration of

parking of each vehicle at the parking area. Another useful method of field

study is by interviewing the drivers of parked vehicles, show owners and

others vehicle owners in the locality. This method is very useful when the

parking demand in the study area is higher than the parking spaces available.

ii. Parking Characteristics

The study is directed to note the present parking practices prevalent in the

area under consideration and the general problems in parking. In case of kerb

parking, it is also necessary to study the parking pattern, interference to

smooth flow of traffic and the accidents involved during parking and un-

parking operations.

iii. Parking Space Inventory

The area under study is fully surveyed and a map is prepared showing all

places where kerb parking and off-street parking facilities can be provided to

meet the parking demands. The traffic engineer has to strike a balance

between capacity and parking demands and to design proper facilities for

parking.

15

2.2. Case Studies

2.2.1. Parking on a Smart Campus (Lessons for Universities and Cities):

Donald Shoup, Professor, Department of Urban Planning, UCLA School of Public Affairs

Big universities are like small cities. They contain athletic facilities, concert

halls, housing, hospitals, libraries, museums, offices, parking, restaurants,

stores, theaters, and, of course, classrooms. Big universities also face urban

transportation problems, and a few of them have pioneered several pricing

reforms—such as offering fare-free public transit and charging market prices for

parking—that have produced promising results. These results suggest that many

universities and cities can adopt similar reforms to reduce congestion, clean the

air, conserve energy, and improve urban life. I will focus here on how

universities and cities can benefit from market prices for parking.

2.2.2. Campus Parking Problems:

University of California president Clark Kerr wrote in his Godkin Lectures at

Harvard, ―I have sometimes thought of the modern university as a series of

individual faculty entrepreneurs held together by a common grievance over

parking.‖1 Earlier, when he was chancellor of the Berkeley campus, he said,

―The chancellor‘s job has come to be defined as providing parking for the

faculty, sex for the students, and athletics for the alumni.‖ Unfortunately, the

campus parking problem has only gotten worse; in 2003, UCLA Chancellor

Albert Carnesale recalled Kerr‘s view of the chancellor‘s job, and said, ―At

UCLA, parking is the most important issue for everyone.‖

UCLA has 22,000 parking spaces, more than only two other universities in the

country (the University of Florida and Ohio State).When three parking

structures now being built at a cost $50 million are finished, UCLA will have

more parking spaces than any other university in the United States—and

probably the world. How can parking be the most important issue at UCLA

when a raw shortage is obviously not the reason? I will argue that inept, non-

market parking prices, rather than a scarcity of parking spaces, creates the

parking problem not only at UCLA but also at most other universities.

We can distinguish between two main approaches to campus parking policy—

political and economic. The political approach relies on administrative rules that

allocate parking according to status and need, while the economic approach

relies on markets. Most universities rely mainly on rules to manage campus

parking, while in my view they should make better use of markets.

In discussing ways to solve problems, Berkeley professors of urban planning

Horst Rittel and Melvin Webber wrote: ―The information needed to understand

the problem depends upon one‘s idea for solving it. . . . The problem can‘t be

defined until the solution has been found.‖ In the spirit of this intriguing

16

statement, I will first discuss how universities create many problems when

administrators distribute parking according to ―need,‖ and then explore how

using market prices to allocate parking spaces can solve the campus parking

problem.

2.2.3. An Analysis of the Spatial Distribution of Parking Supply Policy and

Demand:

Young, Beaton, Satgunarajah (department of civil engineering, Monash

University, Victoria, Australia,2010) studied the spatial distribution of parking

of Melbourne City. Parking facility is one of the important transport facility in

urban area specially the central districts having high retail activity &

employment opportunities. Parking policies & pricing impacts the entire city

transportation & land use. Transport planner & Land use planner look for

parking places differently. Spatial integration of parking, land use & transport

facility is ignored. Parking influences the spatial distribution of transport use &

viability of development. Parking should be considered as at metropolitan level

than to consider for a particular region.

2.2.4. Behavioral Characteristics for Car Parking Demand(A Case Study of

Kolkata):

Generalized parking rates are assumed for estimating the parking demand &

other parameters are ignored. Chakrabarty & Mazumdar (Institute of town

planner, India journal 7-4, of December 2010) in this paper took into

consideration various behavioral characteristics of parking demand for various

trips, location & with various urban areas. Various factors influencing the

parking demand & also their influence on each other was tried to find out.

2.2.5. Analysis on Parking Demand of the Commercial Buildings Considering

the Public Transport Accessibility:

Qin, Xiao, Gan, Pan (nature and science. 2010; 8(3): 63-68), [ISSN: 1545-

0740]analyzed the parking demand of shopping centre & markets from the data

obtained by conducting parking demand survey at various locations of Bejing.

Relationship between parking demand & transport accessibility was analyzed.

Parking demand decreases with good & efficient transport facility. Parking

demand rate with different public transport accessibility was determined & a

parking demand model with different accessibility was provided.

17

2.2.6. Attitudes and Behavioral Response to Parking Measures:

Warden, Borgers, TImmermans (Urban planning group, Eindhoven University

of technology, March 2006) studied attitude & behavioral responses of car

drivers to planned parking measures at campus of the Eindhoven University of

Technology, the Netherlands. In an on-street questionnaire, car drivers were

asked their opinion about restricting access to the campus area for cars of non-

university car drivers through (i) a barrier, (ii) proper identification when

entering the campus area, and (iii) payment. The response of more than 700 car

drivers was used in multinomial logit analysis. Most drivers wanted to continue

into the University campus by car. Half of the car driver responded they would

change their mode of transport or park car outside the campus if they have to

pay parking fee.

2.2.7. Characterizing Parking Spaces Using Survey Data:

Parking spaces are strategic commodities of modern day transport facility. Few

dataset allows precisely measuring the use of spaces in terms of population,

segments, activity types & duration. Morency & Trepainer (Interuniversity

Research centre on enterprise networks, logistics and transportation (CIRRELT)

2008) proposed empirical measures & methods regarding the use of parking

space in a strategic urban area. Large survey was conducted representing 5% of

the population of Montreal. Car driver heading towards the area enquired

regarding the type of parking space. Parking spaces were classified according to

their jurisdiction (private/public), location (indoor/on the street/outdoor) and

rates (free/fee charging/subsidized by the employer). Using these data, statistics

describing the use of these spaces are developed. On the one hand, people

benefiting from the various types of parking spaces are described in terms of

residence location, demographic attributes and type of activity.

2.2.8. Parking Site Selection Management Using Fuzzy Logic And Multi

Criteria Decision Making:

Population growth, sprawling of cities and increasing of vehicles result in heavy

traffic and prolonged city trips. Utilizing public parkings regarded as an

effective approach to abate traffic load in city centers, in that spaces designated

for vehicles parking along the roads would be freed, and consequently the

usable space of the roads would increase, which in turn would contribute to the

smooth flow of traffic. Farzanmanesh, Ghaziasgari and Abdullah(Department of

environmental sciences, university Putra Malaysia2008) described an ideal

method for parking site selection by the use of GIS, fuzzy logic and weighting

criteria to determine proper parking sites. Suitable place for parking is selected

for one of the high traffic regions of Esfahan city in Iran.

18

CHAPTER:3: EMPIRICAL STUDY

3.1.Data Collection site

There are several parking places inside LPU. We collected data from different

major site inside Lovely Professional University Campus. There are some minor

sites e.g. hostel parking, apartment parking, etc. But we had collected data of

only major parking site. The data collection process carried out on working days

of the University.

a. LPU Site (Major) :

3.1.1. Eastern Gate Parking (Block-1 parking)

3.1.2. Main Gate-1A Parking

3.1.3. Inside Western Gate Parking (Law Gate parking)

3.1.4. Main Parking (In front of 28 block)

3.1.5. SBRM Hospital Parking

3.1.6. Southern Gate Parking (55-58 block parking)

b. Study of impact of on street parking on flow and speed of the traffic on NH-

01 to LPU main gate road 500 meters.

3.2.Data collection methodology

Discussing about the data collected in LPU campus, we collected all these data

from different site in LPU at the same time from 8 am to 10 am as this time is

for college start hours. We surveyed all the the above given parking place, from

this survey we got how many two wheeler motorized and non motorized

vehicle, four wheeler vehicles, three wheeler vehicles are being crossing the

road in LPU and being parked at a specified parking place.

3.3.Data analysis and methodology

LPU data: From all these six site we have collected the data. After collection of

data we convert all these vehicles in terms of PCU (Passenger Car Unit) by

multiplying it with its corresponding PCU factor which is described in IRC-6.

19

a). Eastern Gate Parking (Block-1 parking):

We did survey at this site on 10th September 2014 from 08.00 am to 10.00 am.

Table 3.1.PCU for Eastern Gate Parking (Block-1 parking) TIME CYCLE TWO WHEELER FOUR WHEELER PCU

08:00 00 00 02 02.8

08:15 00 03 02 04.3

08:30 06 08 04 12.0

08:45 08 12 06 17.6

09:00 09 03 03 09.3

09:15 12 02 01 07.2

09:30 06 03 04 09.5

09:45 03 01 01 03.1

Graph: Variation of PCU with time

Fig.1

0

2

4

6

8

10

12

14

16

18

20

8:00 8:15 8:30 8:45 9:00 9:15 9:30 9:45

PC

U

Time

Variation of PCU with time


20

b). Main Gate-1A parking:


Table 3.2.PCU for Main Gate – 1A parking

TIME TWO WHEELER FOUR WHEELER PCU

08:00 18 02 11.8

08:15 38 06 27.4

08:30 46 14 42.6

08:45 82 02 43.8

09:00 42 12 37.8

09:15 49 14 44.1

09:30 35 08 29.2

09:45 42 02 23.4

Graph: Variation of PCU with time.

Fig.2

0

5

10

15

20

25

30

35

40

45

50

8:00 8:15 8:30 8:45 9:00 9:15 9:30 9:45

PC

U

Time



21

c). Inside western Gate Parking (Law Gate parking):


Table 3.3.PCU for Inside Western Gate Parking (Law Gate parking)

TIME CYCLE TWO WHEELER FOUR WHEELER PCU

08:00 02 03 02 05.1

08:15 01 00 01 01.8

08:30 04 02 02 05.4

08:45 08 06 04 11.8

09:00 03 02 02 05.0

09:15 04 02 01 04.0

09:30 02 04 02 05.6

09:45 04 08 01 07.0


Fig.3

0

2

4

6

8

10

12

14

8:00 8:15 8:30 8:45 9:00 9:15 9:30 9:45

PC

U

Time



22

d). Main Parking (In front of 28 block):

We did survey at this site on 15th October 2014 from 08.00 am to 10.00 am.

Table 3.4.PCU for Main Parking (In front of 28 block)


08:00 18 24 14 38.8

08:15 06 18 06 19.8

08:30 03 21 18 36.9

08:45 22 68 56 121.2

09:00 08 22 21 43.6

09:15 06 18 20 39.4

09:30 21 32 24 58.0

09:45 36 52 52 113.2


Fig.4

0

20

40

60

80

100

120

140

8:00 8:15 8:30 8:45 9:00 9:15 9:30 9:45

PC

U

Time



23

e). SBRM Hospital Parking:

We did survey at this site on 22nd

October 2014 from 08.00 am to 10.00 am.

Table 3.5.PCU for SBRM Hospital Parking


08:00 06 04 03 08.6

08:15 03 06 02 07.0

08:30 04 08 01 07.0

08:45 18 22 08 29.4

09:00 06 09 04 12.5

09:15 04 12 03 11.8

09:30 06 18 02 14.2

09:45 10 22 08 26.2


Fig.5

0

5

10

15

20

25

30

35

8:00 8:15 8:30 8:45 9:00 9:15 9:30 9:45

PC

U

Time



24

f). Southern Gate Parking (55-58 block parking):

We did survey at this site on 29th October 2014 from 08.00 am to 10.00 am.

Table 3.6.PCU for Southern Gate Parking (55-58 block parking)


08:00 06 22 06 21.8

08:15 02 08 03 09.0

08:30 06 18 12 28.2

08:45 22 98 36 108.2

09:00 04 18 06 54.0

09:15 03 22 08 23.4

09:30 12 56 12 49.6

09:45 18 58 21 65.6


Fig.6

0

20

40

60

80

100

120

8:00 8:15 8:30 8:45 9:00 9:15 9:30 9:45

PC

U

Time



25

3.4.Comparison of all these data:

We compared all these data with each other to find out that either these parking

pattern are different or not.. Now question is which test we should apply. Here

we are applying ―t-test‖, the reason behind this is we have less number of

samples so we cannot go for any other test.

t-test:

‗t‘-indicates the t-value, while ‗X bar‘ denotes mean. First we find out the value

of degree of freedom (i.e. d.f.) for finding out this ‗d.f.‘ we need number of

sample (‗n‘) so we will get the value of ‗d.f.‘. After that we will find the ‗t‘-

value (this will be t-critical value).

So, at 8 % significance level, t-Critical should be 2.306004.

By putting the values in the formula, we get t-stat. Now if t-stat will be greater

than t-critical then our parking pattern is different otherwise it will not be

different.

So, here we compared all of the above data for mean of PCU‘s and for the

intercept of the straight lines.

Table 3.7 Comparison of mean of the PCU by t-test

Sr.No. Parking Place t-Critical t-stat Type of parking

1. Main Gate-1A & Eastern Gate 2.306004 5.436 Different

2. Main Gate-1A & Inside Western Gate 2.306004 6.347 Different 3. Main Parking & Main Gate-1A 2.306004 1.897 Not Different

4. Main gate-1A & SBRM Hospital 2.306004 3.523 Different 5. Southern Gate & Inside Western Gate 2.306004 3.472 Different 6. Main Parking & Inside Western Gate 2.306004 3.993 Different 7. Eastern Gate & Inside Western Gate 2.306004 1.227 Not Different 8. Southern Gate & Main Gate-1A 2.306004 1.039 Not Different 9. Southern Gate & Eastern Gate 2.306004 3.223 Different 10. Main Parking & Southern Gate 2.306004 0.795 Not Different 11. SBRM Parking & Eastern Gate 2.306004 1.805 Not Different 12. Eastern Gate & Main Parking 2.306004 3.782 Different

26

After comparing the different parking spaces in terms of PCU by t t-test, we

observed the different parking patterns inside the parking spaces of LPU.

The parking pattern of Main Parking & Main Gate-1A, Eastern Gate & Inside

Western Gate, Southern Gate & Main Gate-1A, Main Parking & Southern Gate,

SBRM Parking & Eastern Gate have not different while Main Gate-1A &

Eastern Gate, Main Gate-1A & Inside Western Gate, Main gate-1A & SBRM

Hospital, Southern Gate & Inside Western Gate, Main Parking & Inside

Western Gate, Southern Gate & Eastern Gate, Eastern Gate & Main Parking

have different parking pattern.

The parking spaces where there is different parking pattern, it means that there

is the different demand of parking facilities while the places where the parking

pattern is same, there is the same demand of parking facilities.

27

3.5.Impact Study

Study of impact of on street parking on flow and speed of the traffic:

NH-01 to LPU Main Gate-1A: Section of the NH from NH-01 to main road

was surveyed. Around 0.5 km stretch of the road was surveyed by dividing it

into 2 continuous stretches. We did survey and for finding out the impact of on

street parking on flow and speed of the traffic. But first we will discuss about

the survey of 0.5 km long road.

Data collection procedure:

Study section of road was divided into 2 different stretches.

Total duration of study of 2 hours was divided into 8 time slots.

Each beat duration was of 15 min.

Each stretch was surveyed by an observer.

At start of each time slot each individual observer recorded the partial

registration number of vehicles parked in that particular stretch of road

assigned to him.

Same Procedure was repeated for each time slot; in our case 8 times.

The Vehicle Registration number was recorded into 3 different groups i.e,

Four Wheeler, Three wheeler, Two Wheeler & Non motorized

Vehicle(NMV)

For NMV only number was counted instead of recording partial

registration number.

Details of survey:

Location: NH-01 to LPU 1A gate

Survey technique adopted: BEAT Survey

Length :0.5 kilometer

Date:28th

October 2014,Tuesday

28

Time:08:00 am – 10:00 am

Number of stretch: 2 (250 m length each)

Number of time slots: 8 (15min duration each)

Number of observer:2

Type of vehicle surveyed:4 (Four wheeler, Three Wheeler, Two Wheeler,

NMV)

We have converted the entire vehicle in one unit with the help of passenger car

unit. This will help us in considering the peak demand at a specific time. So

here you can see that for every stretch with respect to slot we have drawn a table

which is having the number of vehicle in terms of passenger car unit.

From this data we got two important thing :

1. Temporal variation

2. Spatial variation

1. Temporal variation:

Its showing the variation of number of vehicles with the time. And from the

graph we are getting that stretch 1 is having parking demand at its peak point

while stretch 2 is having at the lowest level.

2.Spatial variation:

It is showing the variation of number of vehicle with the length of stretch that

mean up to what distance demand is more and in other way you can say that at

what distance traffic is more. Obviously at that place we have to provide a

parking space that will be on-street, off-street, or multistory simple that we will

get in next phase of project work.

29

Table 3.8. Total number of vehicle for stretch-1

Vehicle Slot-1 Slot-2 Slot-3 Slot-4 Slot-5 Slot-6 Slot-7 Slot-8

4W 29 25 51 112 48 47 52 80

3W 02 00 03 01 00 00 00 00

2W 71 73 103 208 96 105 148 183

NWM 32 12 23 78 30 29 47 71

Total 134 110 180 399 174 181 247 334

PCU 91.30 76.30 135.70 293.20 127.20 129.90 165.60 231.90

Table 3.9. Total number of vehicle for stretch-2

Vehicle Slot-1 Slot-2 Slot-3 Slot-4 Slot-5 Slot-6 Slot-7 Slot-8

4W 25 12 33 104 33 32 40 82

3W 02 00 03 01 00 00 00 00

2W 53 32 49 114 51 54 110 140

NWM 32 12 17 70 21 17 41 68

Total 112 56 102 289 105 103 191 290

PCU 76.70 37.60 81.10 231.80 80.10 78.60 127.40 212

0

50

100

150

200

250

300

350

Slot-1 Slot-2 Slot-3 Slot-4 Slot-5 Slot-6 Slot-7 Slot-8

No

. of

Veh

icle

s(in

PC

U)

Time

Spatial Variation

Stretch-1

30

0

50

100

150

200

250

300

350

Slot-1 Slot-2 Slot-3 Slot-4 Slot-5 Slot-6 Slot-7 Slot-8

No

. of

Ve

hic

lws(

in P

CU

)

Time

Temporal Variance

Stretch-1

Stretch-2

31

CHAPTER:4: RATIONALE AND SCOPE OF STUDY

Rationale refers to the set of reasons or a logic basics for a course of action.

The main reason of execution of this project is to practically, technically and

logically learn the aspects of civil engineering in the field of parking which had

been studied by us in the University through time.

As we all know that now a days, there is a huge number of vehicles in every

cities. So, parking has become a big challenge for the people.

So, the scope of study and execution of this project is as follows:

1. It gives us the complete knowledge of parking conditions and parking

demands.

2. It tells about the techniques to understand the parking problems and

parking demands.

3. It tells about the ways of designing considerations for parking lot design.

4. It will give the knowledge of surveying for the parking demand and

parking pattern.

5. It will give the methodologies of data collection and analysis of parking

studies.

6. It will give the knowledge of different parking improvement techniques.

7. Its study will enable to make a good parking designer and engineer.

8. It will minimize the parking problems.

9. It helps in adequate traffic flow.

32

CHAPTER:5: OBJECTIVE AND HYPOTHESIS OF STUDY

The main objective of study is to understand and learn all the techniques of construction practices of parking facilities.

I. To understand the common technical terms used for different works, materials, systems in the field of parking.

II. To understand the parking demands and parking patterns of the parking

facilities.

III. To understand the parking volume distribution for parking needed

vehicles.

IV. To encounter the different problems arise during the study of parking

demands, patterns and parking volume distributions.

V. To provide the needful solution of different problems related to the

problem encountered during the study.

The final objective is to improve the parking facilities present in LPU.

33

CHAPTER:6: EXPECTED OUTCOMES OF STUDY

Following are the expected outcomes of the study:

I. Proper coordination with the officials & staffs for the execution of

project.

II. It gives the skills of survey for data collection of project.

III. It will enable us to understand the different terms used in the field of

parking.

IV. It gives the techniques for analyzing the parking demand & parking

pattern.

V. It will enable us to design the parking facilities present at LPU.

34

CHAPTER:7: IMPROVEMENT METHODOLOGY

7.1. Problem Encountered

Our University have an excellent parking facilities but after study the parking

demands, patterns, parking volumes, we observed lots of common problems

present at the parking places which must need improved.

The common problem at the different parking places are:

i. Improper alignment.

ii. Some places have mixed parking.

iii. No fixed proper places for parking.

iv. Cleanliness.

v. Entry exit problem.

vi. Water logging problem.

vii. Skid or slip arise sometimes.

viii. Improper surfaces.

ix. Congested Parking.

x. Less green environment.

xi. No shades present affect vehicle from rain & heat.

35

7.2. Solution Techniques and Improvements

After the study of different aspects of parking facilities present at LPU, we

encountered several problems which affect the parking facilities.

So, they need several improvements.

In order to improve the parking facilities present at LPU, we proposed several

techniques. They are as follow:

1. Parking design

1.1. Design of parking module, circulation roadways & ramps

1.2. Preliminary design consideration

1.2.1. Design coordination

1.2.2. Parking angle

1.2.3. Parking aisle length

1.3. Design of parking module

1.3.1. Angle parking spaces

1.3.2. Design of bays

1.3.3. Angle parking aisle

1.3.4. Angle parking module layout

1.4. Wheel stop distance

2. Parking lot design

2.1. Ingress & egress

2.2. Number of parking spaces

2.3. Size of parking spaces

2.4. Accessibility

2.5. Aisle width

2.6. Pedestrian circulation

2.7. Special vehicle access

2.8. Drainage

3. Greening surface parking lot

3.1. Location & layout

3.2. Vehicle access & circulation

3.3. Pedestrian access & circulation

3.4. Landscaping

3.5. Storm water management

36

7.3. Parking Design

For main gate parking, there should be multistory parking.

DESIGN OF PARKING MODULES , CIRCULATION ROADWAYS AND

RAMPS

37

A proportion of parking spaces for people with disabilities is required to be

located near the accessible entrance to the development the car park serves.

7.3.1. PRELIMINARY DESIGN CONSIDERATIONS

7.3.1.1. Design coordination

The layout design of an off-street car park shall consider the entire facility,

including parking modules, circulation roadways, access driveways and, if

necessary, frontage road access, as an integrated and co-ordinated design.

Provision for traffic within a parking facility shall take into account the

following:

(a) The need for traffic to move to and from the frontage road with minimum

disruption to through traffic and maximum pedestrian safety.

(b) Provision of adequate capacity in circulation roadways and parking aisles to

handle peak period movements.

(c) Arrangement of internal roadways to avoid, as far as practicable, conflicts

between intersecting streams of circulating traffic.

(d) Provision of minimum length travel paths between entry/exit points and

parking spaces.

(e) Safe treatment of points of conflict with pedestrians and other road users.

(f) Provision of parking spaces and accessible pedestrian paths for people with

disabilities.

7.3.1.2. Parking angle

Parking angles used in off-street car parks shall be as follows:

(a) 90 degree angle parking

Parking aisles for 90 degree parking shall be designed for two-way movement

even though oneway movement may need to be imposed in some instances.

NOTE: 90 degree parking will in most cases be found to be the most

efficient use of space in a large area.

(b) 30, 45 or 60 degree angle parking

Where space is limited or does not lend itself to 90 degree parking, 30, 45 or 60

degree parking may be used instead. Aisles serving such spaces shall be one-

way (except where parallel parking is allowed on one side) with forward entry

into the spaces only.

NOTE: Such arrangements can have advantages for high turnover parking

provided drivers are discouraged from entering aisles the wrong way and

reversing into parking spaces.

(c) Parallel parking

38

7.3.1.3. Parking aisle length

If a parking aisle exceeds 100 m in length, (i.e. more than about 40 × 90 degree

parking spaces on either side) traffic control devices such as speed humps shall

be placed along the parking aisle to control vehicle speeds. Where vehicle

negotiation of such devices may lead to structural damage, compliance with this

requirement may be waived.

7.3.2. DESIGN OF PARKING MODULES

7.3.2.1. Angle parking spaces

Dimensions of angle parking spaces shall be as shown in Figure 2.2 subject to

the following exceptions:

(a) Length

The nominal length of a parking space in a parking module shall be 5.6 m min

except as follows:

(i) End overhang: Where a vehicle may overhang the end of a space, e.g. at a

kerb, provided the first 600 mm immediately behind it is unobstructed, is not

another parking space and is not required as a footway or for some similar

purpose, space lengths measured parallel to the parked vehicle may be reduced

by 600 mm.

(ii) Spaces for small cars: In certain circumstances it may be appropriate to

provide a space smaller than specified above for small cars. It shall be

designated as a space for small cars.

NOTE: The size of such spaces is based on typical dimensions for small car

vehicles.

The minimum dimensions shall be as follows:—2.3 m wide × 5.0 m long.

(b)Width

The minimum width of parking spaces required for each user class is shown in

Figure 2.2 except as follows:

(i) Spaces for small cars: The specified minimum width is given in Item (a)(ii)

above.

(ii) Adjacent obstruction: If the side boundary of a space is a wall or fence, or if

there are obstructions such as columns placed so as to restrict door opening, 300

mm shall be added to the width of the space.

(iii) Parking spaces for people with disabilities: The minimum width will be 3.5

metres.

Attention is also drawn to the reduced width requirement for 30 degree parking.

39

7.3.2.1.1.Design of Bays

Bays at 30 degree Bays at 45 degree

Bays at 60 degree Bays at 90 degree

C*= C1 or C2 or C3

*Dimension C is selected as follows (see Note 6):

C1—where parking is to a wall or high kerb not allowing any overhang.

C2—where parking is to a low kerb which allows 600 mm overhang.

C3—where parking is controlled by wheel stops installed at right angles to the

direction of parking, or where the ends of parking spaces form a sawtooth

pattern.

NOTES TO FIGURE:

1. 30 degree parking spaces can be made narrower than spaces at other angles

because of the reduced chance of open doors hitting adjacent vehicles.

2. The design envelope around each parking space, to be kept clear of

obstructions. Dimensions for 90 degree parking aisles are for two-way aisles.

These dimensions are required to be observed even though one-way movement

along aisles is imposed for other purposes.

3. The values for dimension C have been calculated as follows:

C1 = 5.4 sin0 + 1.9 cos0

C2 = C1 - 0.6 sin0

C3 = C1 + (A - 1.9) cos0

where

0 = parking angle

A = space width, in metres

40

7.3.2.2. Angle parking aisle

a. Single-sided aisles Where there is angle parking on one side of an aisle only

and the other side is confined by a wall or other high vertical obstruction closer

than 300 mm to the nominal edge of the aisle, to provide manoeuvring

clearance, the aisle width shall be increased by 300 mm, measured to the

vertical obstruction.

7.3.2.3. Angle parking module layout

90 Degree Parking

Parking Angle Other Than 90 Degrees

41

7.3.3. WHEEL STOP DISTANCES

Where

S = wheel stop distance (measured to point of contact with vehicle tyre)

C = clearance (to low kerb—nil; to high kerb or wall—200 mm)

O = overhang of B85 vehicle (front—820 mm; rear—1100 mm)

r = radius of wheel (225 mm)

d = tyre deflection under load (20 mm)

H = wheel stop height

S = wheel stop distances shown in this Figure are for 100mm high wheel stops

7.3.3.1.Provision for motorcycles

42

7.4. Parking Lot Design 7.4.1. Ingress and Egress

This is the means of entering and leaving the site.

People and vehicles must be able to enter and exit your project site, but the

access should be controlled. The number and size of entrances and exits must be

carefully planned to reduce the conflict between the street traffic and traffic

accessing the site. State and local governments regulate access to public

roadways and often enforce restrictions on the width, slope, radius, and

pavement composition of the access road.

Regulations may also require a commitment to perform alterations to the public

road (such as adding turn lanes, street lights, and pavement markings) before

access roads can be built. Permits, called encroachment permits, are often

required in order to connect a roadway to a public road.

When planning entrance and exit drives, try to discourage through traffic to

minimize traffic. A good rule of thumb is that if the property will have less than

5000 vehicle visit each day, use only one 2-way or two 1-ways drives. Local

and state regulations will often specify design specifications such as the

distance to street intersections and other drives.

In general, locate drives as far away from street intersections and other

driveways as possible. Nearby intersections can increase the likelihood of car

accidents at the driveway.

7.4.2. Number of Parking Spaces

• Dictated by local codes

• Dependent upon use of the University

• Example requirements

7.4.3. Size of Parking Spaces

i. Parallel

• Most difficult to access

• Avoid if possible

ii. Ninety-degree

43

• Most spaces per area

• Typical size: 9 ft x 18 ft or 19 ft

• More difficult to access than angles

• Not recommended for short term parking

iii. Angled

• Size varies according to angle

• 60 degree parking most common

7.4.4. Accessibility

• Accessible parking required

Per the Americans with Disabilities Act and Architectural Barriers Act

Guidelines, every facility must provide at least the number of accessible parking

spaces indicated by this table.

44

Size of accessible parking spaces

Accessible car spaces must be at least 96 inches wide, and accessible van spaces

must be at least 132 inches wide. Each accessible space must be adjacent to a

60 inch wide aisle on an accessible route to the building.

7.4.5. Aisle Width

• Dictated by local codes

• Two-way aisle is preferable

• Typical two-way aisle is 24 feet wide

• May be less for one-way traffic

Accessible car spaces must be at least 96 inches wide, and accessible van spaces

must be at least 132 inches wide. Each accessible space must be adjacent to a

60 inch wide aisle on an accessible route to the building.

45

7.4.6. Pedestrian Circulation

• Separate pedestrians from traffic

• Provide accessible route to entrance from parking, public

transportation, and adjacent buildings

Typical walkway widths

• 3 ft wide for one-way

• 5 ft wide for two-way

• Align parking spaces or easy pedestrian movement

It is preferable to align parking spaces so that pedestrians walking to the

building from the parking lot will walk along the aisles and not between parked

cars.

46

7.4.7. Special Vehicle Access

• Plan for access for special vehicles that may access the site

• Fire engines

• City buses

• School buses

• Tractor trailers

• Garbage trucks

• Research required road widths, turn radii, and parking

It is preferable to align parking spaces so that pedestrians walking to the

building from the parking lot will walk along the aisles and not between parked

cars.

7.4.8. Drainage

• Traditional design slopes pavement toward storm drains

• LID techniques

• Reduce impervious surface area

• Permeable pavement

• Permeable paver blocks

• Drain to adjacent buffers, strips, and swales

• Drain to nearby bioretention areas

Since parking areas are typically impervious, they typically generate a large

volume of storm water runoff. This storm water must often be managed on-site.

Some of the LID techniques that we discussed earlier can be used to decrease

storm water volume and increase the quality of the storm water as it slowly

migrates back into the water system. We will discuss methods to handle large

volumes of storm water later.

47

7.5. Greening Surface Parking Lot

Typically, the emphasis in parking lot design is on accommodating vehicle

movements, maximizing the number of parking spaces, and ensuring ease of

maintenance and servicing. Once these functional criteria are satisfied, ―left-

over‖ spaces may or may not be landscaped or dedicated for pedestrian use.

As a result, there are often few landscaped areas within a parking lot and those

that are provided tend to be insufficient in size and design to support healthy

trees and vegetation. Pedestrians are also given low priority and may be left to

navigate between parked cars and across wide driveways, which presents safety

concerns.

Conventional surface parking lots also represent an environmental challenge.

Large expanses of asphalt contribute to the urban heat island effect, which raises

local air temperature, elevates smog, and, in turn, increases energy demand for

summer cooling. Vehicles left to ―bake in the sun‖ can be significant polluters

as well, emitting smog-forming contaminants when parked and requiring

additional energy for cooling when travel resumes.

The Design Guidelines for ‗Greening‘ Surface Parking Lots respond to both the

urban design and environmental challenges associated with a surface parking

lot. The Guidelines are intended to create surface parking lots that are not only

efficient, but also safe, attractive and environmentally responsible.

‗Greening‘ the surface parking lot involves planting trees, providing good

quality soil and generous landscaped areas, enhancing pedestrian and cycling

infrastructure, managing storm water on-site, reducing the urban heat island

effect, and using sustainable materials and technologies.

Landscaped street edge Dedicated pedestrian route Shade within the lot

Bio-retention area Permeable surface

48

Design Guidelines, provides the necessary direction and strategies to implement

and achieve a higher standard in surface parking lot design.

The Design Guidelines section is organized into five sub-sections:

a. Location and Layout

b. Vehicle access and Circulation

c. Pedestrian access and Circulation

d. Landscaping

e. Storm water Management

Each sub-section provides a range of strategies and specific measures intended

to improve the urban design and environmental conditions of the surface

parking lot.

Designers of surface parking lots are encouraged to generate site-specific

solutions that meet the intent of the Guidelines.

a. Location and Layout

Site Grading:

Ensure that any grade changes at the edge of surface parking lots provide a

subtle transition to surrounding areas.

Lighting:

Provide a comprehensive Lighting Plan for the parking lot site. Lighting should

create an identity for the parking lot, enhance adjacent streets and pedestrian

environments and be appropriate to the location, context and scale of the areas

being lit.

b. Vehicle access and Circulation

Limit the number and width of curb cuts for street access driveways to

minimize interruption to the public sidewalk, streetscape and perimeter

landscaping. (refer to the applicable access Management Guidelines for

driveway requirements).

c. Pedestrian access and Circulation

Establish a direct and continuous pedestrian network within and adjacent to

parking lots to connect building entrances, parking spaces, public sidewalks,

transit stops and other pedestrian destinations. Provide at least one pedestrian

route between the main building entrance and the public sidewalk that is

uninterrupted by surface parking and driveways.

49

d. Landscaping

It retain and protect existing trees, vegetation, natural slopes and native soils

and integrate these features into the overall landscape plan. Surfaces:

Install decorative paving or a change in paving material/colour to emphasize

edges, pedestrian routes and crossings, entrances, loading areas and other

special features within the parking lot.

Open joint pavers provide opportunity to retain rain water & snow-melt on site.

50

e. Storm water Management

It minimize the extent of impermeable surfaces within the parking lot.

It manage rainwater and snowmelt on-site with designs that encourage

infiltration, evapotranspiration and water re-use.

51

CHAPTER:8: RESULT AND DISCUSSION

The result of this study gives us the information about the different parking

patterns & demands of the parking facilities present at LPU.

The different parking pattern means the parking places between whom the

comparison has been carried out have different parking facilities in the sense of

area of parking to the total number of vehicle parked. They are different because

at one parking place, there is more number of vehicle parked in accordance with

the area of parking space in compare to the other parking place.

So, at different parking places, we need to observe the factors which affect the

parking facilities to be different. The certain factors observed in accordance

with the parking problems to make the parking pattern & demand not different.

The different parking pattern tells about the misuse of parking facilities.

So, after the observed facts for different parking facilities, the suitable solutions

have been provided to improve the parking facilities.

At some parking places, there is no alignment for parking for different vehicles,

somewhere the spacing between alignments are very much. These all leads to

the misuse of parking places.

So, there should be proper alignment for parking of different vehicles, there

should be proper drainage system , there should be shades, there must be green

environment, etc.

The survey of impact study tells that on the very first stretch of 250 meters from

main gate, there is parking demand at its peak level while second stretch have at

the low level.

As between first stretch, the parking demand and traffic is more. So, at that

place we have to provide a parking space that will be on-street, off-street, or

multistory. That’s why, we had designed a multistory parking on Main Gate-1A.

52

CHAPTER:9: CONCLUSION OF REPORT

Estimation and improvement of parking facilities are very complex process as it

involves numerous activities depending on execution of each activity in

accordance with parking specifications and proper survey.

There is a huge parking demand in LPU. Therefore, developing a short-term or

a long-term parking improvement plan requires the cooperation public i.e,

students, staffs, and the university management.

The solution proposed for estimation and improvement of parking demand in

LPU gives reasonable results & indicates that if no action taken then the parking

problems will be increased day by day.

The factor that affect the demand for parking at LPU include the number &

percentage of vehicles in the parking traffic stream, the distance between the

vehicles & the main stopping line, the distance between the parked vehicle &

the nearest vehicle stop or the rest area and the facilities provided at the parking

places.

If the parking facilities at some places not expanded, it is highly probable that

more vehicles will be parked on the shoulder adjacent to the rest area.

If the parking facilities will be fulfilled with the green environment, it gives a

healthy green environment, there will be a pleasant parking facility after that,

will maintain the normal temperature of vehicles & protects it from heat.

As the place between stretch-1 of impact study, there is a huge parking demand

and traffic so, there should be multistory parking facilities should be

constructed.

53

CHAPTER:10: APPENDICES

APPENDIX-I

Sr.

No.

Vehicle Class PCU values of vehicle classes at:

Urban roads,

Mid-block

sections

Signalised

intersections

Kerb parking

(parallel & angle)

1. Car 1.0 1.0 1.0

2. Bus & Truck 2.2 2.8 3.4

3. Auto rickshaw 0.5 0.4 0.4

4. Two wheeler

automobile

0.4 0.3 0.2

5. Pedal Cycle 0.7 0.4 0.1

6. Bullock kart 4.6 3.2 1.2

7. Hand cart 4.6 3.2 0.3

APPENDIX-II

Tentative Equivalency factors suggested by the IRC.

Sr. No. Vehicle Class Equivalency Factors

1. Passenger car, tempo, auto rickshaw,

agricultural tractor

1.0

2. Bus, truck, agricultural tractor-tailer unit 3.0

3. Motor cycle, scooter and pedal cycle 0.5

4. Cycle rickshaw 1.5

5. Horse drawn vehicles 4.0

6. Small bullock cart and hand cart 6.0

7. Large bullock cart 8.0

54

APPENDIX-III

55

APPENDIX-IV

56

APPENDIX-V

57

APPENDIX-VI

58

APPENDIX-VII

Site of Eastern Gate Parking

Site of Main Gate-1A Parking

59

Site of Inside Western Gate Parking

Site of Main Parking

60

Site of SBRM Hospital Parking

Site of Southern Gate Parking

61

Sites of Impact Study

62

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