parking demand & supply analysis of different commercial land uses along mirpur road
DESCRIPTION
“Parking” this term is one of the most important topics of discussion in the developing cities. In the cities like Dhaka where unplanned urbanization prevails in a greater extent; parking problem is the most common scenario there. In the developing countries cities are growing without considering the inherent increasing parking demand. Mirpur road is one of the most problematic roads of Dhaka city in context of parking problem. To assess the current scenario of the problems and to formulate some policy measures is the main focus of this study. In this study some major parking generators along Mirpur has been surveyed and their parking demand-supply situation has been analyzed. Considering the Parking Policy for the Dhaka Metropolitan Development Plan Area, 2002 and the results from the analysis some policy measures has been formulated to manage the parking demand more efficiently.TRANSCRIPT
car
Plan 446: Transportation Planning Studio
Parking Demand & Supply Analysis of Different Commercial Land Uses along Mirpur Road
Submitted by:
Date of Submission: 29th May, 2011
Parking Demand & Supply Analysis of Different
Commercial Land Uses along Mirpur Road
Course No: Plan 446
Course Title: Transportation Planning Studio
Submitted to:
Suman Kumar Mitra, Assistant Professor, Dept. of URP
Rezwana Rafiq, Lecturer, Dept. of URP
Submitted by: “Shancharpath”
Rifat Rahman (0615005)
Nabila Nur Kuhu (0615009)
Shahadat Hossain Shakil (0615020)
Khaled Bin Abdul Quadir (0615030)
Level-4, Term-1
Date of Submission: 29th
May, 2011
Department of Urban and Regional Planning
Bangladesh University of Engineering and Technology
ii
Acknowledgement
The inspiration and help of the surrounding people and teachers is very much needed to complete
a good report. First of all, thanks to the merciful and benevolent creator to give us patience,
energy and capability to work hard for completing the report.
We wish to express our earnest gratitude to our respectable course teachers Suman Kumar
Mitra, Assistant Professor and Rezwana Rafiq, Lecturer, Department of Urban and Regional
Planning, BUET for their intimate co-operation and support, valuable advice, comment, constant
encouragement and supervision which have helped us to carry out this study successfully.
We would not forget thanking the authority of Dhanmondi Plaza and Mamtaz Plaza along
Mirpur Road for their cordial support.
iii
Abstract
“Parking” this term is one of the most important topics of discussion in the developing cities. In
the cities like Dhaka where unplanned urbanization prevails in a greater extent; parking problem
is the most common scenario there. In the developing countries cities are growing without
considering the inherent increasing parking demand. Mirpur road is one of the most problematic
roads of Dhaka city in context of parking problem. To assess the current scenario of the
problems and to formulate some policy measures is the main focus of this study. In this study
some major parking generators along Mirpur has been surveyed and their parking demand-
supply situation has been analyzed. Considering the Parking Policy for the Dhaka Metropolitan
Development Plan Area, 2002 and the results from the analysis some policy measures has been
formulated to manage the parking demand more efficiently.
iv
Table of Contents
Contents Page No
Title Page i
Acknowledgement ii
Abstract iii
Table of Contents iv
Lists of Illustration vi
Chapter 01: Introduction (Page 1-4)
1.1 Background of the Study
1
1.2 Objectives `
1
1.3 Methodology
2
1.4 Study Area Profile
4
1.5 Scope of the Study 4
1.6 Limitation of the Study 4
Chapter 02: Conceptual Definition and Literature Review (Page 5-9)
2.1 Parking Terms
5
2.2 Parking Demand and Supply 6
2.3 Prior Study of Parking Demand and Supply 7
2.4 Parking Policy of Bangladesh 8
Chapter 03: Analysis of Demand and Supply (Page 10-20)
3.1 Dhanmondi Plaza 10
3.1.1 Supply Scenario 10
3.1.2 Demand Scenario
12
3.2 Mamtaz Plaza 14
v
3.2.1 Supply Scenario 14
3.2.2 Demand Scenario 18
Chapter 04: Findings and Recommendations (Page 21-23)
4.1 Dhanmondi Plaza 21
4.2 Mamtaz Plaza 22
4.3 Conclusion 23
References
Appendices (Page I-VIII)
A-1. Dhanmondi Plaza On Street-Survey Data I
A-2. Dhanmondi Plaza: On-Street-Parking Terms Calculation II
A-3. Mamtaz Plaza On Street-Survey Data IV
A-4. Mamtaz Plaza Off Street-Survey Data V
A-5. Mamtaz Plaza: On-Street Parking and Off-Street Parking
(Combined Calculation of Parking Terms)
VII
vi
List of Illustration
List of Figures Page No
Figure-1: Methodology 3
Figure-2: On-Street Parking Provision (Dhanmondi Plaza)
10
Figure-3: Encroachment of Footpath (Dhanmondi Plaza) 10
Figure - 4: Dhanmondi Plaza On-Street Parking Layout
11
Figure-5: Parking Accumulation Curve of On-Street Parking (Dhanmondi Plaza)
12
Figure-6: Vehicle-Hours of Occupation (Dhanmondi Plaza)
13
Figure-7: Eastern Side On-Street Parking (Mamtaz Plaza)
14
Figure-8: Northern Side On-Street Parking (Mamtaz Plaza)
14
Figure - 9 : Mamtaz Plaza On-Street Parking Layout
15
Figure-10: Off-Street Parking Provision-Entrance Ramp (Mamtaz Plaza)
16
Figure-11: Off-Street Parking Provision -Driveway (Mamtaz Plaza)
16
Figure-12: Off-Street Parking Provision -Parking Bays (Mamtaz Plaza) 16
Figure-13: Off-Street Parking Provision -Restricted Parking Bays (Mamtaz Plaza)
16
Figure - 14 : Mamtaz Plaza Off-Street Parking Layout
17
Figure-15: Combined Parking Accumulation Curve (Mamtaz Plaza) 18
Figure-16: On-Street Vehicle-Hours of Occupation (Mamtaz Plaza)
20
Figure-17: Off-Street Vehicle-Hours of Occupation (Mamtaz Plaza)
20
List of Tables Page No
Table-1: Information about the Selected Parking Generators 4
Table-2: Vehicle-Hours of Occupation (Dhanmondi Plaza) 13
Chapter 01: Introduction
1.1 Background of the Study
Transportation is one of the most discussed issues for Dhaka city now-a-days. Due to lack of
proper transport planning, lives of city dwellers have become really hard. A very significant
part of transportation planning is parking. People have become habituated to park of cars just
on the road for a long time which eventually degrades the efficiency of the road.
Mirpur road is one of the most busiest and important roads in Dhaka city which generates a
huge number of traffics. Commercial buildings can be treated to be mostly responsible for
this traffic generation. This study aims at analyzing the demand and supply situation of
different commercial land uses along Mirpur road. This will provide an overview on the
actual parking scenario along Mirpur road.
1.2 Objectives
To analyze present parking demand and supply situation of different commercial
land uses along Mirpur Road.
To formulate some recommendations for the improvements of present parking
situation.
1.3 Methodology
Project Identification and Selection of Study Area
The second project under this course aims to study about parking. Considering that the course
teachers identified “Parking Demand Supply Analysis of Different Commercial Land Uses”
as the project title. Mirpur road has been selected as the potential study area for this project.
Objective Formulation
Relevant objectives of the study have been formulated by taking the scopes and limitations
into account.
2
Literature Review
Related journals, reports and prior studies in abroad have been explored to get a clear
concept about the parking demand supply analysis. The relevant parking terms have been
identified and studied for the further analysis of the study.
Reconnaissance Survey and Selection of Parking Generators
The potential commercial buildings in context of parking generation have been identified
along Mirpur road through group wise reconnaissance survey. Among the potential
parking generator, 14 commercial buildings have been selected for this study by the
course teachers. The selection has been done by keeping the type of parking provisions
and their relative geographical location in mind. After selecting 14 buildings, each group
have been provided 2 commercial buildings on the basis on lottery among the groups.
Parking Inventory Survey
Parking Inventory Survey has been done by each group at their own study buildings. Data
about the width of road, width of footpath, length of curb, type of parking provisions (on-
street or off-street or both), parking supply (no. of lots provided), parking signs, parking
pattern (existing layout) etc. have been done in this step.
Parking Usage Survey by Patrol
The parking Usage Survey has been the most important survey for this study. Three time
frames have been selected for this survey: 11.00 AM -1.00 PM, 3.00 PM-5.00 PM and
6.00 PM – 7.00 PM. The survey has been done with 15 minutes interval. At a particular
time, a surveyor recorded the registration number of the cars parking in the study
buildings by going from one side to other side of the parking area. After 15 minutes
interval, the surveyor again recorded the registration number and this time starting from
the previous end point. The survey ended after completing the procedure stated above for
20 times (four times per hour and total survey period was five hours). The survey has
been done both at Dhanmondi Plaza and Momtaz Plaza and both for on-street and off-
street parking provision.
3
Demand Supply Analysis
The calculation about Parking Volume, Parking Accumulation, Parking Load, Parking
Duration, Parking Index, Parking Turn-over etc. have been done with the collected data.
The demand and supply scenario have been analyzed from these terms.
Findings
From the analysis, the scenario in both of the study buildings has been identified whether
there is parking deficit or parking surplus in those buildings.
Recommendation
Policy measures and required parking spaces have been recommended for the buildings
by keeping the result in mind. Change in existing charge for off-street parking and
imposition of deterrent charge for on-street parking has been recommended for
improving the parking condition.
Preparation of Final Report
After combining all the procedures stated above, the final report has been prepared.
Project Identification and Selection of Study Area
Objective Formulation
Literature Review
Reconnaissance Survey and Selection of Study Parking Generators
Parking Inventory Survey
Parking Usage Survey by Patrol
Demand-Supply Analysis
Findings
Recommendations
Preparation of Final Report
Figure-1: Schematic diagram of methodology
4
1.4 Study Area Profile
Mirpur road plays a vital role in transportation network of Dhaka city. Its length is 8.05
km from Azimpur to Gabtoli. In this project the study area was taken from Azimpur to
Mirpur Technical which is around 7.4 km long.
Selected Parking Generators
The parking generator selected for this group was Mamtaz Plaza and Dhanmondi Plaza.
Both of them are commercial buildings. Mamtaz plaza is situated nearby the science
laboratory intersection and Dhanmondi plaza is situated opposite to Ganoshastho Nagar
Hospital .The detail of these two buildings has been given below.
Table-1: Information about the Selected Parking Generators
Name Address Land use Storey Frontage
(feet)
Total floor area
(Sq. ft.)
Designated
Parking Area
Dhanmondi Plaza H18, R6 Commercial 5 153.7 54505.85 sq. ft -Nil-
Momtaj Plaza H7, R4 Commercial 6 154.5 78304.83 sq.ft. 13050.80 sq.ft.
1.5 Scope of the Study
This study tends to find out the parking demand and supply scenario. Researchers,
Planners, Policy Makers will get an idea about the parking situation along with one of the
most important roads of Dhaka city, Mirpur road. As illegal parking severely affects the
road efficiency, the study will also be help for transport engineers. It will can be an
overview for taking decisions about implementing charge for on-street parking,
prohibition of on-street parking, co-coordinating between the demand and surplus supply
thus total parking management.
1.6 Limitation of the Study
The parking usage survey by patrol was done for only one day which can bring biased
result due to weather condition or type of the day (working or holiday). Very small
sample size used can bring possibility of large margin of error.
Chapter 02: Conceptual Definition and Literature Review
2.1 Parking Terms
To analyze the existing parking demand and supply condition and to formulate
recommendation for the improvement, some terms are very important to be studied.
Parking Volume
Parking volume is the total number of vehicles parked at a given duration of time. This does
not account for repetition of vehicles. The individual vehicle entered in the area is recorded.
Parking Accumulation
It is defined as the number of vehicles parked at a given instant of time. Normally this is
expressed by accumulation curve. Accumulation curve is the graph obtained by plotting the
number of bays occupied with respect to time.
Parking Load
Parking load gives the area under the accumulation curve. It can also be obtained by simply
multiplying the number of vehicles occupying the parking area at each time interval with the
time interval. It is expressed as vehicle hours.
Parking Index
Parking index is also called occupancy or efficiency. It is defined as the ratio of number of
bays occupied in time duration to the total space available. It gives an aggregate measure of
how effectively the parking space is utilized. Parking index can be found out as follows:
Average Parking Duration
It is the ratio of total vehicle hours to the number of vehicles parked.
Parking Turnover
It is the ratio of number of vehicles parked in duration to the number of parking bays
available. This can be expressed as number of vehicles per bay per time duration.
Parking Spillover
It is the difference between the parking demand and the available parking supply in any
certain period of time. Its value indicates no. of parking deficit in that time period.
(Rao & Mathew, 2007)
6
2.2 Parking Demand and Supply
Parking Demand
It 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.
There are usually daily, weekly and annual demand cycles. For example, parking demand
usually peaks on weekdays at office buildings and on weekend evenings at theaters and
restaurants. Parking demand can change with transportation, land use and demographic
patterns. For example, a particular building may change from industrial to residential or
office use, neighborhood demographics and density may change, and the quality of transit
service may change, all of which affects parking demand.
Different types of trips have different types of parking demand, and different types of parking
facilities tend to serve different types of trips. For example, commuters need long-term
parking, and because they park all day they are relatively price sensitive. Many commuters
are willing to walk several blocks for cheaper parking. Off-street parking leased by the month
tends to serve commuters. Customers need shorter-term parking that is located as close as
possible to their destination, and are often willing to pay a relatively high hourly price for
increased convenience. On-street parking that is metered or regulated to maximize turnover
tends to serve customers (Victoria Transport Policy Institute, 2011).
Parking Supply
It refers to availability of parking space. Parking is a major urban land use. Availability of
parking (parking supply) usually depends in large measure on intensity of development and
cost of land. It may be governed by building codes or ordinances, and it may be controlled to
achieve some strategic economic or policy purpose.
The adjustment of parking supply outside the normal processes of the private marketplace to
achieve strategic objectives is often referred to as parking management. Management of
parking supply is a balancing act. If too much parking is provided in surface lots, it uses
valuable land resources and often results in widely-spaced and disconnected development
7
patterns. Too little parking or poorly designed or located parking can result in parking
spillover to adjacent areas, lead travelers to choose alternate destinations, and/or inhibit
development (Transport Research Board, 2003).
2.3 Prior Study of Parking Demand and Supply
Downtown Huntington Parking Study
The study has been carried out at the CBD area of the Town of Huntington. The objective of
this study was to provide details on the efficiency of existing parking facilities and determine
the need for revising the existing parking supply. To gather information on existing parking
supply and its use, parking inventories have been done. Accumulation (or occupancy) checks
and license plate checks are the two types of usage studies used in this study. A total of 124
parking spaces were identified in the downtown area. The parking survey was performed for
one day. The study started at 7.00 AM and was performed every half hour until 8.00 PM. The
number of occupied parking spaces was recorded at the beginning of each interval. In
addition, parking turnover information was collected by recording the last three license plate
characters. From the survey result, the parking in downtown Huntington did not seem overly
problematic. Most streets and lots did not reach their full capacity at any time during the day.
In addition, many of these areas could withstand a much higher volume of automobiles.
(Pioneer Valley Metropolitan Planning Organization, 2006)
Case Study on Supply and Demand for University Parking Facilities in
College of Engineering UNITEN
This study was carried out at the main campus of Universiti Tenaga Nasional (UNITEN). The
objectives were to identify the current parking supply and next five years parking demand in
the university area and gave suggestions or recommendations to solving the problem. The
study consist parking inventory, parking usage survey using license
Plate numbers method and parking interview for determination the current parking supply.
From the result of current data, the next five years future parking demand had been estimated
by study and information from the administration data, questionnaire, and parking space
zoning regulation and parking generation. This study did not find any problem except with
one lot which was totally opposite of what the students of the university claimed. For future
parking demand 1540 parking spaces should be provided in five years time. As
8
recommendation, besides built a new parking area, which is more costly, law enforcement
must done strictly to restrict the non-sticker users’ park at the university parking.
(Ismail & Norhisham, 2008)
2.4 Parking Policy of Bangladesh
In order to reduce congestion and improve the traffic movement within the DMDPA, the
DTCB has taken the initiative to outline strategies to reduce the negative effects of parking.
This is to be achieved by formulating a parking policy. First draft of this policy was prepared
by DTCB in February 2002 and was reviewed by the World Bank. Based on their
suggestions, the policy document was revised with the assistance of a specialist and was
circulated among concerned agencies in mid October 2002. The basic policy sectors were:
Jurisdiction, Demand for Parking Spaces, Supply of Parking Spaces, Parking Regulation,
Enforcement of Regulations, Operation and Maintenance, Institutional Setup and
Strengthening Supportive Legislation. Some related issues regarding demand for parking
spaces were: spatial growth trends within DMDPA, work centers, spatial development
policies for Dhaka, increasing vehicle ownership, heteroginity of vehicles etc. there were also
issues discussed regarding parking supply. Those were: supply of off-street parking spaces,
parking standards, supply of on-street parking spaces, slow augmentation of road capacity,
parking for non-motorized vehicles etc (DTCB, 2005).
The relevant and selected segment of parking policy which is duly considered during forming
recommendations is provided below
Policies on Managing Parking Demand
1. Non-restrictive parking shall be adopted in residential areas where the demand for parking
is much less than the available of parking spaces.
2. Restrictive parking shall be adopted in areas where the demand exceeds the available
parking spaces. These shall be enforced through pricing and regulatory mechanisms.
3. Two types of parking charges shall be levied at public parking places in the restrictive
parking areas. Normal charges aimed to recover of operation and maintenance expenses,
shall be levied in locations where the parking provision does not adversely affect the
movement of traffic. Deterrent parking charges shall be more than the normal charges and
9
shall be adopted in areas where parking demand is in excess of supply or in places where
parking is observed to adversely affect the movement of traffic.
4. Regulations shall include parking restrictions to specific or all types of vehicles either by
time of day or by duration or for specific purpose of travel or for vehicles carrying less than
specified number of passengers per vehicle or by location.
Policies on Supply of Parking Spaces
5. Parking standards shall be reviewed once every five years. Necessary modifications shall
be incorporated in the building rules.
6. There shall be regular monitoring of parking provisions in all buildings. Buildings found to
be deficient in parking provisions vis-à-vis current building rules shall be required to pay a
parking facility fees. This shall be in proportion to the extent of violation with respect to the
required provision. The revenue from this source shall be used for augmenting parking
facilities (on-street / off-street) in the area.
Policies on Operation and Maintenance of Parking Facilities
7. Concerned local authorities shall be responsible for the efficient operation and
maintenance of public parking facilities.
Policies on Parking Regulation
8. In restrictive parking areas, on-street parking shall be prohibited on all roads within the
area except at places where it is specifically permitted by authorized road signs and markings.
Policies on Enforcement of Regulations
9. The Local Police shall be responsible for enforcing parking regulations as notified by the
Police Chief.
10. They shall assign adequate number of police personnel of appropriate rank for
surveillance and enforcement of parking regulations in each zone. Each zone shall have a
tow truck to facilitate eviction of offending vehicles.
Chapter 03: Analysis of Demand and Supply
In this chapter demand and supply scenario of the two selected parking generator along
Mirpur road has been portrayed. Each generator has been analyzed separately according to
on-street and off-street parking supply and demand. The parking characteristics of these two
generators along Mirpur road have been figured out through various parking terms.
3.1 Dhanmondi Plaza
Dhanmondi plaza is a medium scale commercial complex. Parking pressure of this generator
is moderate. Majority of its parking demand is from the ground floor retail shops.
3.1.1 Supply Scenario
There is no designated off-street parking provision for Dhanmondi plaza. Vehicles are parked
in the designated spaces just in front of the market. Vehicles are parked on the Footpath and
Concrete Slab (property boundary) together because their altitude is same as the road surface.
Though these on street parking spaces are approved by the market authority but it’s illegal;
because of encroachment public facilities (footpath). Vehicles are parked in an angular
arrangement (300- 45
0) in one layer or row. Total 12 vehicles can be parked at a time. There
is no parking charge and parking regulatory sign.
Existing on-street parking provision is explained below with the help of the figures.
Figure-2: On-Street Parking Provision
(Dhanmondi Plaza)
Figure-3: Encroachment of Footpath
(Dhanmondi Plaza)
12
3.1.2 Demand Scenario
Parking usage survey by patrol for on-street parking has been conducted for five hour. Survey
data and calculation is shown in Appendix (Page I- Page III). The demand for parking has
been explained through various parking terms in the following section.
Parking Volume
Total parking volume over a period of five hour is 78 vehicles. That means total 78 individual
vehicles has been experienced during the survey period. So per hourly average volume of
vehicular parking are 15.6; which means on an average in every hour 15.6 new vehicles come
into this market.
Parking Accumulation
Parking accumulation curve gives the information that parking demand is in peak position
during the time period 12:00 AM – 1:00 PM and 6:00 PM – 7:00 PM. Average
accumulation of parking is 8.5 vehicles per 15 minutes; which means in every 15 minutes 8.5
vehicles are expected to present as the parking demand. (Parking Accumulation Table:
Appendix - Page II)
Figure-5: Parking Accumulation Curve of On-Street Parking (Dhanmondi Plaza)
Parking Index and Spillover
Provision of the on-street parking supply is illegal but its efficiency has been calculated to
know whether the present provision is sufficient or not. Average parking index is 70.83. It
means 70.83% capacity is being utilized. (Parking Index and Spillover Table: Appendix -
Page III)
0
5
10
15
Tota
l Par
ked
Veh
icle
Time
Parking Accumulation
Total Parked Vehicle Average Accumulation
13
Parking spill over has been occurred for only one time period 12:45 AM – 1:00 PM (peak
period); which indicates sufficiency of the existing parking supply.
Parking Turnover
Total parking volume is 78 vehicles over a time period of 5 hour. No. of space available is
12. So parking turnover is 6.5(78/12) vehicles per space over a time period of 5 hour. It
indicates every space is used by 6.5 vehicles over the time period. This turnover figure
represents that available parking spaces are used quite efficiently used.
Vehicle-Hour Occupation
Table-2: Vehicle-Hours of Occupation (Dhanmondi Plaza)
Average Duration
(Hour)
Total Vehicle
Parked
% Vehicle-Hours of Occupation %
0.25 48 61.54 (48*0.25) = 12 35.82
0.50 14 17.95 (14*0.50) = 7 20.90
0.75 11 14.10 (11*0.75) = 8.25 24.63
1.00 1 1.28 (1*1) = 1 2.99
1.25 3 3.85 (3*1.25) = 3.75 11.19
1.50 1 1.28 (1*1.5) =1.5 4.48
∑78 100.00 ∑33.5 100.00
Average Vehicle-Hour of Occupation 33.5/78 = 0.43
Maximum amount of vehicles (61.5%) average duration of parking is 15 minutes. This is
because customers come into the market only for the grocery shopping which usually don’t
take so much time. The average vehicle-hour occupation is 0.43 hour/vehicle. It indicates that
on an average one vehicle is expected to stay on the parking area 0.43 hour (26 minutes).
Figure-6: Vehicle-Hours of Occupation (Dhanmondi Plaza)
0.00
20.00
40.00
60.00
80.00
15 min 30 min 45 min 1 hour 1 hour 15 min 1 hour 30 min
Per
cen
tage
(%)
Averge Duration of Vehicle
Vehicle-Hours of Occupation
Total Parked Vehicle Vehicle-Hours of Occupation
14
3.2 Mamtaz Plaza
It’s a moderately large scale commercial complex along the Mirpur road. Parking pressure of
this generator is moderate. Ground floor retail shops contribute much in the parking demand.
3.2.1 Supply Scenario
Parking supply of this commercial parking generator can be seen from two perspectives.
They are: illegal on-street parking practice and designated off-street parking provision.
Theoretically the illegal on-street parking spaces will not be treated as supply in this study.
Only the designated off-street parking spaces will be counted as supply in the later portion.
Illegal On-Street Parking
There is no designated on-street parking provision for this commercial complex. Vehicles are
parked on two sides of the building; at the eastern side (on Mirpur road) and at the northern
side (on Road No. 04). At the front side vehicles are parked just on the Mirpur road in one
lane parallel to the road. At the northern side vehicles are parked both angular (900) and
parallel to the road. Parking regulatory sign (“No Parking”) is present but it’s not followed.
There is no parking charge. Vehicles are unable to park on the footpath because of the high
altitude (1’-0’’) from the road surface. Total 14-16 vehicle can be parked in both sides.
Existing on-street parking provision is enlightened below with the help of the figures.
Figure-7: Eastern Side On-Street Parking
(Mamtaz Plaza)
Figure-8: Northern Side On-Street Parking
(Mamtaz Plaza)
16
Figure-12: Off-Street Parking Provision
-Parking Bays (Mamtaz Plaza)
Figure-11: Off-Street Parking Provision
-Driveway (Mamtaz Plaza)
Figure-10: Off-Street Parking Provision
-Entrance Ramp (Mamtaz Plaza)
Figure-13: Off-Street Parking Provision
-Restricted Parking Bays (Mamtaz Plaza)
Off-Street Parking Provision
At the basement of Mamtaz plaza there is off-street parking provision. Parking provision is
for one floor consisting with the total parking area 13050 sq. ft. Total capacity of this
underground parking is 28 vehicles at a time. Parking charge is applicable here. The amount
is 10 taka per hour fixed by the market authority. Restriction on parking at certain parking
bays/lots (2) is imposed for maneuvering purpose. This reduces the capacity of this parking
provision. Parking lots are arranged in a grid-iron pattern. Bays are arranged in two lanes
separated by a driveway. The air ventilation is not up to the mark and light is not sufficient.
Existing off-street parking provision is clarified below with the help of the figures.
18
3.2.2 Demand Scenario
To assess the total parking demand of this commercial generator parking usage survey by
patrol has been conducted both in the on-street and off-street parking spaces. Survey data and
calculation is shown in Appendix (Page IV- PageVIII). Later total number of vehicles arrived
in a day in both spaces has been added to find out the gross parking demand for this
commercial land use. The parking demand is clarified with various parking terms in the
following section.
Parking Volume
Parking volume is 154 vehicle in on-street and 31 vehicle in off-street over the time period of
five hour. Combined gross parking demand for this commercial land use is 185 vehicles in
duration of five hour.
Parking Accumulation
Combined parking accumulation curve shows that both the on-street and off-street parking is
in peak position during the time period of 11.00 AM – 12.30 PM and 3.00 PM – 4.00 PM. In
this two time period the combined accumulation crossed the combined average accumulation
(26.55 vehicle/15 minutes). The combined average accumulation indicates that if the parking
demand is treated as combined; in every 15 minutes 26.55 vehicles have to be supplied with
parking bays to fulfill the demand. (Parking Accumulation Table: Appendix-VII)
Figure-15: Combined Parking Accumulation Curve (Mamtaz Plaza)
0
5
10
15
20
25
30
35
Tota
l Par
ked
Veh
icle
Time
Parking Accumulation
On Street Off Street Combined Average(Combined)
19
Parking Index and Spillover
Parking index is calculated to find out the utilized capacity of the off-street parking bays in
separate time frame. This calculation is based on the assumption that on-street parking
demand is diverted along with off-street parking demand in the underground parking
provision. From the parking index and spillover table in Appendix (Page VII) it can be seen
that parking bays are utilized most efficiently during the peak period (11.00 AM – 12.30 PM
and 3.00 PM – 4.00 PM). It also indicates that parking pressure will be tough to handle if the
parking volume is increased in the future during this time period.
Parking spillover has been calculated to find out the deficiency in the existing parking
provision in any certain time period. For the combined parking demand spillover has been
experienced during the peak period (11.00 AM -11.15 AM, 11.45 AM – 12.30 PM and 3.30
PM – 3.45 PM). The spillover is ranging from 1-3 parking space deficiency at a time. There
is possibility of occurring spillover during the time period 11.15 AM – 11.45 AM and 3.00
PM – 3.15 PM if the future parking demand increases just a unit.
Parking Turnover
Combined parking volume is 185 vehicles over a time period of 5 hour. No. of space
available in the underground parking provision is 28 at a time. So parking turnover is 6.61
(185/28) vehicles per space over a time period of 5 hour. It indicates every space is used by
6.61 vehicles over the time period. This turnover figure represents that available parking
spaces will be used quite efficiently, if the on-street parking demand is shifted towards
underground along with the off-street parking demand.
Vehicle-Hour Occupation
Vehicles are classified according to their average duration of stay. Then their contribution in
the total parking load over the time period (5 hour) is calculated through vehicle-hours of
occupation. Vehicle-Hours of occupation has been calculated separately both for the on-street
and off-street parking (Appendix-Page VIII). From this calculation specific type of vehicles
(based on duration) can be identified, contributing most in the parking load. Which time
durations (15 min, 30 min, 1 hour etc.) parking occurs most can be also identified from this
calculation; which is an important decision for parking planning.
20
Vehicle-Hours of occupation for both the on-street and off-street parking is clarified in the
next section.
Figure-16: On-Street Vehicle-Hours of Occupation (Mamtaz Plaza)
In case of on-street parking average duration 15 min is the most contributing sector in
vehicle-hour occupation. This is because people usually park for short time in on-street
parking spaces when they come to this commercial complex for short term. This short term
parking is contributed much by the ground floor retail shops.
Reverse situation has been experienced in case of underground/off-street parking. In this case
a long term parking or high average duration (2 hour and 5 hour) vehicle contributes much.
This is because people usually use the underground parking bays in case of long term parking
to avoid the hassle in on-street parking.
Figure-17: Off-Street Vehicle-Hours of Occupation (Mamtaz Plaza)
0.00
20.00
40.00
60.00
80.00
15 min 30 min 45 min 1 hour 1 hour 15 min 1 hour 30 min
Per
cen
tage
(%)
Average Duration of Vehicle
Vehicle-Hours of Occupation(On-Street)
Total Parked Vehicle Vehicle-Hours of Occupation
0.00
5.00
10.00
15.00
20.00
25.00
30.00
35.00
40.00
45.00
15 min 30 min 1 hour 2 hour 3 hour 4 hour 5 hour
Per
cen
tage
(%)
Average Duration of Vehicles
Vehicle-Hours of Occupation(Off-Street)
Total Parked Vehicle Vehicle-Hours of Occupation
21
Chapter 04: Findings and Recommendations
In this chapter the major findings from the previous chapters demand supply analysis will be
sorted. Some recommendations will be formulated to manage the existing parking demand in
guidance with the “Parking Policy for the Dhaka Metropolitan Development Plan Area
(DTCB, 2002)”. In the major findings segment the sources of the data is mentioned inside the
bracket. In case of recommendations the related segment of the Parking Policy for DMDP
Area, 2002 has been mentioned in a bracket form.
4.1 Dhanmondi Plaza
Major Findings
Absence of any kind of legal parking supply (Field Survey).
Designated but illegal on-street parking-12 parking spaces (Field Survey).
Highest parking demand is 13 vehicles in 15 minutes interval (Parking Accumulation)
On an average 70% of the existing capacity is being used (Parking Index)
Majority of the parking demand come for short term - 60% for 15 minutes (Vehicle-
Hours of Occupation)
Recommendations
On-Street parking should be banned and provision of off-street parking for the
existing parking demand in the shortest possible of time (Policies on Parking
Regulation).
Total 15 parking bays should be provided in the underground considering the highest
present demand and the changing demand in the future.
Until the provision of underground parking deterrent parking charge (50 taka for 10
minutes) should be imposed for on-street parking to discourage it (Policies on
Managing Parking Demand).
In the underground parking provision parking charge should be applicable (30 taka
per hour) to bear the maintenance cost and to discourage long term parking (Policies
on Managing Parking Demand).
22
4.2 Mamtaz Plaza
Major Findings
Illegal on-street parking reduces the effective carriageway width (33’-0” reduces to
29’-0”) thereby causing congestion on the road (Field Survey).
Total capacity of the underground parking provision is 28 vehicles at a time (Field
Survey).
Highest combined demand will be 31 vehicles in a time period of 15 minutes
(Parking Accumulation).
On an average 95% of the existing parking capacity will be used if parking demand is
treated as combined. Presently only 55% of the capacity has been used by the off-
street parking demand (Parking Index).
Spillover will be likely to experience during the peak period (11.00 AM – 12.30 PM
and 3.00 PM – 4.00 PM) if the parking demand is treated as combined (Parking
Spillover)
On-street parking is dominated by the short term parking characteristics and off-street
parking is dominated by the longer parking duration.(Vehicle-Hours of Occupation)
Recommendations
On-Street parking should be strictly prohibited through the law enforcing agencies
(Policies on Enforcement of Regulations). As an alternate option they should be
shifted and encouraged towards off-street parking through regulatory sign and low
parking charge (10 taka per hour) during the off-peak period.
Parking charge should vary during the peak (30 taka per hour) and off-peak (10 taka
per hour) period to manage the parking demand with respect to the available capacity
(Policies on Managing Parking Demand).
Parking area should be improved in terms of ventilation and maintenance by the local
authority with the revenue money collected in the form of parking charge (Policies on
Operation and Maintenance of Parking Facilities).
23
4.3 Conclusion
Parking demand management is now an important issue all over the world. As more as the
world getting modernized and mechanized the no. of vehicles are increasing. To provide
parking spaces for all this vehicles in the working hour and in the free hour is a tough job.
Various strategies such as- restriction, pricing, fixation of time duration etc are practiced all
over the world to minimize this problem. In the world’s most densely populated city like
Dhaka space for parking is some kind luxury. To manage the huge parking demand in the
peak period limited spaces should be used fruitfully. Through practicing effective and
suitable strategies according to Parking Policy for the Dhaka Metropolitan Development
Area, 2002 this can be achieved. Parking policy should be strictly maintained and the
regularly updated according to the emerging changing situation.
.
Works Cited
Dhaka Transport Co-Ordination Board. (2002). Parking Policy for the Dhaka Metropolitan
Development Plan Area. Retrieved May 20, 2011, from
ib.pmo.gov.bd/legalms/pdf/parking_policy-Dhaka.pdf
Ismail N. and Norhisham S. (2008). Case Study on Supply and Demand for University
Parking Facilities in College of Engineering UNITEN. Retrieved May 21, 2011, from
Universiti Tenaga Nasional:
www.uniten.edu.my/.../UNITEN%20ICCBT%2008%20Case%20Study%20on%20Su
pply%...
Pioneer Valley Metropolitan Planning Organization. (2006). Downtown Huntington Parking
Study. Retrieved May 18, 2011, from Pioneer Valley Planning Comission:
www.pvpc.org/resources/transport/Huntington_Report_Web.pdf
Rao K. V. K Mathew V. T. and., Introduction to Transport Engineering, Chapter-38(page:
38.1-38.10); Retrieved May 20, 2011 from: Centre for Distance Engineering
EducationProgram,IIT,Bombay;URL:http://books.atishji.com/Transportation%20Engi
neering/Introduction%20to%20Transportation%20Engineering%20by%20Tom%20V
.%20Mathew%20and%20K%20V%20Krishna%20Rao%20(BOOK)/nptel_ceTEI_L3
8.pdf
Transport Research Board. (2003). TCRP Report 95:Traveler Response to Transportation
System Changes;(Chapter 18—Parking Management and Supply). Washington.
Victoria Transport Policy Institute. (2011, May 10). Parking Evaluation. Retrieved May 18,
2011, from Victoria Transport Policy Institute: www.vtpi.org/tdm/tdm73.htm
Bibliography
Black, J. (1981). Urban Transport Planning: Theory and Practice. Baltimore and London:
The Johns Hopkins University Press.
Kadiyali L.R. (2003), “Traffic Engineering and Transport Planning” Sixth Edition, Khanna
Publishers, New Delhi.(page: 67-78)
O'Flaherty, C. (1974). Highways and Traffic (2nd ed., Vol. 1). Frome and London: Edward
Arnold Publishers Ltd.
Rahman M. M. (2006), “Study of Parking Facility for the New Market Shopping Zone in
Dhaka City” Unpublished MURP Thesis, Department of Urban and Regional
Planning, Bangladesh University of Engineering and Technology, Dhaka.
Appendix
Page | I
Dhanmondi Plaza (5 Storied, Commercial Uses, Total Floor Area: 54505.85 sq. ft.) Address: House No. 18, Road-06, Dhanmondi, Dhaka-1205
Survey: Parking Usage Survey by Patrol-On Street Date: 13/05/2011; Day: Friday; Weather: Sunny and Humid
11.00 AM -1.00 PM 3.00 PM - 5.00 PM 6.00 PM - 7.00 PM
11.00-11.15
11.15-11.30
11.30-11.45
11.45-12.00
12.00-12.15
12.15-12.30
12.30-12.45
12.45-1.00
3.00-3.15
3.15-3.30
3.30-3.45
3.45-4.00
4.00-4.15
4.15-4.30
4.30-4.45
4.45-5.00
6.00-6.15
6.15-6.30
6.30-6.45
6.45-7.00
GA 15-0568
GA 17-6706
MA 51-4651
CHA 13-9594
GA 21-6535
KHA 12-4479
GA-17-7815
GA 23-1636
KHA 13-1569
KHA 13-1569
KHA 13-1569
KHA 13-1569
KHA 19-1312
KHA 19-1312
KHA 19-1312
KHA 19-1312
CHA 29-6169
CHA 29-6169
THA 57-3366
THA 57-3366
KHA 11-4506
GHA 11-0018
GA 31-1158
GA 14-4781
GA 25-1515
CHA 14-0416
GA 15-2461
GA 17-7815
GA 19-6763
GA 19-6763
CHA 23-8621
CHA 23-8621
CHA 23-8621
CHA 23-8621
CHA 23-8621
CHA 23-8621
KA 11-5713
KA 11-5713
KA 21-6871
KA 21-6871
GA 19-5949
TTHA 11-0973
GA 15-3726
GA 12-7212
GA 31-1158
GA 25-3527
KHA 13-0764
GA 15-2461
GA 17-2328
GA 17-2328
GA 17-2328
GA 17-2328
GA 17-2328
GA 17-2328
CHA 29-1335
KA 17-5117
KHA 25-7900
KHA 25-7900
KHA 25-7900
KHA 25-7900
GA 31-1158
GA 21-1281
KA 11-2991
GA 31-1158
GA 12-7212
GHA 11-5100
GHA 13-2615
KHA 13-0764
CHA 17-2111
CHA 17-2111
CHA 17-2111
CHA 17-2111
KA 17-5117
KA 17-5117
KA 17-5117
GA 11-7630
GA 27-8123
GA 21-1160
GA 21-1160
GA 23-3547
GA 31-3387
KA 11-2991
GA 21-1281
GA 19-9543
GA 25-5466
GA 21-3141
GA 12-7212
GHA 13-2615
KA 12-5232
KA 12-5232
KA 12-5232
KA 12-5232
KA 12-5232
KA 12-5232
GA 11-7630
PA 53-7453
GA 21-1160
GHA 14-9318
GHA 14-9318
KA 17-2378
GA 15-3726
GA 11-3726
TTHA 11-0973
GA 19-5784
GHA 11-5100
MA 51-4673
GA 19-8713
GA 12-7212
GA 17-1315
KHA 25-2903
KHA 25-2903
KHA 25-2903
GA 11-7630
GA 11-7630
KA 31-6936
GHA 14-9318
KA 17-4306
KA 17-4306
KA 17-4306
GA 23-9181
GA 31-1158
CHA 14-0416
GA 17-8475
GA 25-3527
GHA 11-6614
KHA 25-2903
GA 11-7630
GA 11-7630
GA 11-7630
KA 17-4306
KA 19-4596
KA 19-4596
KA 19-4596
GA 21-1281
KHA 11-4506
GHA 14-0045
GA 12-7212
GA-21-2521
GA 19-8713
GA 11-7630
KA 17-5117
KA 19-4596
CHA 17-3539
CHA 17-3539
CHA 17-3539
TTHA 11-0973
MA 51-4651
CHA 11-8757
GA 31-1158
GA 29-7388
GA 19-6338
CHA 17-3539
GA 13-4690
GA 13-4690
GA 13-4690
GA 26-1677
GA 15-0467
GA 25-3527
GA 13-4690
GA 15-1377
GA 13-6804
KHA 11-9338
GA 17-7815
GA 17-3048
GA 15-1377
GA-17-6706
GA 29-7607
GA 21-2521
CHA 17-7731
GA 17-7377
Arrival 3 0 5 7 8 6 5 8 0 1 2 1 0 1 2 12 0 2 3
Departure 6 3 5 4 5 10 0 13 1 1 0 4 0 2 1 6 2 3 2
Total 12 9 6 6 9 12 8 13 8 7 7 9 6 6 5 6 12 10 9 10
Appendix
Page | II
Appendix
Page | II
Dhanmondi Plaza: On-Street Parking (Parking Terms Calculation)
Total Arrived Vehicle 78
Parking Volume 78 vehicle/5 hour
Parking Accumulation
Time Total Parked Vehicle
11.00-11.15 12
11.15-11.30 9
11.30-11.45 6
11.45-12.00 6
12.00-12.15 9
12.15-12.30 12
12.30-12.45 8
12.45-1.00 13
3.00-3.15 8
3.15-3.30 7
3.30-3.45 7
3.45-4.00 9
4.00-4.15 6
4.15-4.30 6
4.30-4.45 5
4.45-5.00 6
6.00-6.15 12
6.15-6.30 10
6.30-6.45 9
6.45-7.00 10
Average Accumulation 8.5(per 15 minutes)
Parking Index and Spillover
Time Total Parked Vehicle No. of Space Available Parking Index Parking Spill Over
11.00-11.15 12 12 100.00 0
11.15-11.30 9 12 75.00 0
11.30-11.45 6 12 50.00 0
11.45-12.00 6 12 50.00 0
12.00-12.15 9 12 75.00 0
12.15-12.30 12 12 100.00 0
12.30-12.45 8 12 66.67 0
12.45-1.00 13 12 108.33 1
3.00-3.15 8 12 66.67 0
3.15-3.30 7 12 58.33 0
3.30-3.45 7 12 58.33 0
3.45-4.00 9 12 75.00 0
4.00-4.15 6 12 50.00 0
4.15-4.30 6 12 50.00 0
Appendix
Page | III
Parking Index and Spillover
Time Total Parked Vehicle No. of Space Available Parking Index Parking Spill Over
4.30-4.45 5 12 41.67 0
4.45-5.00 6 12 50.00 0
6.00-6.15 12 12 100.00 0
6.15-6.30 10 12 83.33 0
6.30-6.45 9 12 75.00 0
6.45-7.00 10 12 83.33 0
Average Parking Index 70.83
No. of Times Seen
Average Duration(hour) Total Vehicle Parked
% Vehicle-Hours of Occupation
%
1 0.25 48 61.54 12 35.82
2 0.50 14 17.95 7 20.90
3 0.75 11 14.10 8.25 24.63
4 1.00 1 1.28 1 2.99
5 1.25 3 3.85 3.75 11.19
6 1.50 1 1.28 1.5 4.48
78 100.00 33.5 100.00
Parking Turnover (78/14)= 5.57 vehicles per space in a period of 5 hours
Appendix
Page | IV
Momtaz Plaza (6 Storied, Commercial Uses, Total Floor Area: 78304.83 sft.) Address: House No. 7, Road-04, Dhanmondi, Dhaka-1205
Survey: Parking Usage Survey by Patrol-On Street; Date: 13/05/2011; Day: Friday; Weather: Sunny and Humid
11.00 AM -1.00 PM 3.00 PM - 5.00 PM 6.00 PM - 7.00 PM
11.00-11.15
11.15-11.30
11.30-11.45
11.45-12.00
12.00-12.15
12.15-12.30
12.30-12.45
12.45-1.00
3.00-3.15
3.15-3.30
3.30-3.45
3.45-4.00
4.00-4.15
4.15-4.30
4.30-4.45
4.45-5.00
6.00-6.15
6.15-6.30
6.30-6.45
6.45-7.00
GHA 31-9067
KHA 11-5217
GA 31-6116
GA 15-7169
GA 15-7159
GA 15-7159
PA-142281
GA 29-9661
GA 23-8546
GA 66-9526
KA 57-8975
KA 57-8975
KHA 97-7990
KA 87-3355
KA 87-3355
GHA 97-2266
KA 09-4666
KHA 89-7778
KA 00-9987
KA 00-9987
CHA 13-0065
CHA 13-0065
GA 13-1823
KHA 12-4020
KHA 12-4020
KHA 14-0349
GA 15-3149
GA 15-3149
GHA 43-2108
GA 15-8766
KA 78-9996
KHA 98-8867
KHA 98-8867
KHA 98-8867
GA 78-0667
GA 78-0667
GHA 08-0060
GHA 08-0060
GA 00-2345
GHA 20-2040
GA 25-1226
GA 25-1226
GA 25-1226
GA 25-1226
GA 27-1671
GA 13-0222
GA 13-0222
GA 13-0222
KA 67-4532
KHA 97-0592
GA 07-6782
GHA 95-4788
GA 65-5779
GA 65-5779
GA 65-5779
KA 74-2254
KHA 94-4550
CHA 04-4998
KA 05-4776
KA 05-4776
GA 78-9998
GA 11-4698
DA 14-1707
DA 14-1707
DA 14-1707
DA 14-1707
DA 14-1707
GA 27-5448
CHA 32-4432
GHA 55-0874
GHA 55-0874
GHA 55-0874
KA 45-0579
KHA 55-3568
KA 95-0579
KHA 85-6586
KA 05-6778
KA 05-6778
KA 04-9831
KA 99-9960
GA 32-2751
KA 11-2991
THA 13-2893
GA 17-3883
GA 17-3883
GA 17-3883
GA 17-3883
GA 17-3883
KA 21-0076
KHA 91-9960
GA 01-9570
GHA 11-8590
GA 71-5783
GHA 56-4779
GHA 86-2288
GHA 86-2288
GHA 97-0908
GHA 80-9978
GHA 80-9978
GHA 80-9978
GA 14-7792
GHA 11-7299
KHA 12-8492
KHA 13-0883
GA 25-1226
GA 25-1226
GA 25-1226
KHA 13-1840
PA 12-5643
GA 82-0749
GA 82-0749
GA 82-0749
GHA 32-4767
GHA 32-4767
GHA 32-4767
GA 52-0065
GHA 02-0944
GHA 02-0944
GA 02-9984
CHA 01-0045
GA 14-1707
GA 14-1707
GA 12-0023
GA 25-0616
GA 28-4070
GA 14-0045
KHA 12-317
GA 14-5698
GHA 22-5032
KHA 92-5476
KHA 92-5476
KHA 92-5476
GA 82-0496
GA 82-0496
GA 82-0496
KA 02-0998
KHA 00-1195
KHA 00-1195
KHA 00-1195
KA 08-6540
VA 11-1510
GA 21-4618
THA 13-3518
GA 13-6681
GA 17-5490
CHA 11-7865
CHA 11-7865
CHA 11-7865
CHA 11-7865
CHA 11-7865
CHA 11-7865
KA 51-7899
KHA 51-7504
KA 51-6754
KHA 41-7774
GA 11-0945
GHA 12-7865
GA 19-4516
GA 19-4516
GA 19-4516
GA 19-4516
GA 19-4516
GA 19-4516
GA 32-9854
PA 72-0789
KA 08-1982
GA 78-4975
GA 48-4968
GHA 58-7896
GHA 58-7896
GHA 58-7896
GA 48-7778
GHA 98-0099
GHA 98-0099
GA 99-2239
CHA 45-8799
GA 29-8591
GA 29-8591
GA 29-8591
GA 29-8591
GA 29-8591
GA 12-3456
GA 12-3456
GA 12-3456
GHA 55-9498
CHA 75-9490
KA 45-3780
KHA 65-0991
KA 25-8956
KHA 05-7765
KA 95-9985
KHA 05-8731
KA 07-7789
GA 45-9832
GA 25-3336
GHA 11-9700
PA 11-5270
CA 02-2993
PA 13-3221
PA 13-3221
GA 43-8297
KA 03-9972
GHA 43-5979
GHA 73-8993
GHA 56-9887
CHA 00-5598
KA 00-9996
KA 24-2424
KHA 94-5456
KHA 12-5169
GA 15-3709
GA 27-3708
GA 43-8477
GA 43-8477
GHA 73-0499
GA 54-8976
KHA 90-8775
KHA 90-8775
KA 99-8666
KA 99-8666
KHA 89-9665
GA 19-4516
PA 32-2134
GA 45-0087
GA 45-0087
PA 44-9832
Arrival 5 7 8 7 6 3 3 11 9 8 8 8 8 6 8 12 9 8 9
Departure 6 6 7 6 7 8 4 6 8 7 10 12 7 7 8 11 8 11 8
Total 11 10 11 12 13 12 7 6 11 12 13 12 10 12 11 12 13 12 12 13
Appendix
Page | V
Appendix
Page | V
Momtaz Plaza (6 Storied, Commercial Uses, Total Floor Area: 78304.83 sq. ft., Total Parking Area:13050.80)Address: House No. 7, Road-04, Dhanmondi, Dhaka-1205
Survey: Parking Usage Survey by Patrol-Off Street Date: 13/05/2011; Day: Friday; Weather: Sunny and Humid
11.00 AM -1.00 PM 3.00 PM - 5.00 PM 6.00 PM - 7.00 PM No Of
Times Seen
Car No. 11.00-11.15
11.15-11.30
11.30-11.45
11.45-12.00
12.00-12.15
12.15-12.30
12.30-12.45
12.45-1.00
3.00-3.15
3.15-3.30
3.30-3.45
3.45-4.00
4.00-4.15
4.15-4.30
4.30-4.45
4.45-5.00
6.00-6.15
6.15-6.30
6.30-6.45
6.45-7.00
1 CHA 53-2194
CHA 53-2194
CHA 53-2194
CHA 53-2194
CHA 53-2194
CHA 53-2194
CHA 53-2194
CHA 53-2194
CHA 53-2194
CHA 53-2194
CHA 53-2194
CHA 53-2194
CHA 53-2194
CHA 53-2194
CHA 53-2194
CHA 53-2194
CHA 53-2194
CHA 53-2194
CHA 53-2194
19
2 KHA 11-0998
KHA 11-0998
KHA 11-0998
KHA 11-0998
KHA 11-0998
KHA 11-0998
KHA 11-0998
KHA 11-0998
8
3 GA 31-1391
GA 31-1391
GA 31-1391
GA 31-1391
GA 31-1391
GA 31-1391
GA 31-1391
GA 31-1391
GA 31-1391
GA 31-1391
GA 31-1391
GA 31-1391
GA 31-1391
GA 31-1391
GA 31-1391
15
4 GA 19-6462
GA 19-6462
2
5 GA 25-5495
GA 25-5495
GA 25-5495
GA 25-5495
GA 25-5495
GA 25-5495
GA 25-5495
GA 25-5495
GA 25-5495
GA 25-5495
GA 25-5495
GA 25-5495
GA 25-5495
GA 25-5495
GA 25-5495
GA 25-5495
GA 25-5495
GA 25-5495
GA 25-5495
GA 25-5495
20
6 GA 25-3908
GA 25-3908
GA 25-3908
GA 25-3908
GA 25-3908
GA 25-3908
GA 25-3908
GA 25-3908
GA 25-3908
GA 25-3908
GA 25-3908
GA 25-3908
GA 25-3908
GA 25-3908
GA 25-3908
GA 25-3908
GA 25-3908
GA 25-3908
GA 25-3908
GA 25-3908
20
7 GA 13-7005
GA 13-7005
GA 13-7005
GA 13-7005
GA 13-7005
GA 13-7005
GA 13-7005
GA 13-7005
8
8 CHA 51-5792
CHA 51-5792
CHA 51-5792
CHA 51-5792
CHA 51-5792
CHA 51-5792
CHA 51-5792
CHA 51-5792
CHA 51-5792
CHA 51-5792
CHA 51-5792
CHA 51-5792
CHA 51-5792
CHA 51-5792
CHA 51-5792
15
9 GA 31-3774
GA 31-3774
GA 31-3774
GA 31-3774
GA 31-3774
GA 31-3774
GA 31-3774
GA 31-3774
GA 31-3774
GA 31-3774
GA 31-3774
GA 31-3774
GA 31-3774
GA 31-3774
GA 31-3774
GA 31-3774
GA 31-3774
GA 31-3774
GA 31-3774
19
10 GA 29-5121
GA 29-5121
GA 29-5121
GA 29-5121
GA 29-5121
GA 29-5121
GA 29-5121
GA 29-5121
GA 29-5121
9
11 GA 23-8438
GA 23-8438
GA 23-8438
GA 23-8438
GA 23-8438
GA 23-8438
GA 23-8438
GA 23-8438
GA 23-8438
GA 23-8438
GA 23-8438
GA 23-8438
GA 23-8438
GA 23-8438
GA 23-8438
15
12 KA 11-0845
KA 11-0845
KA 11-0845
KA 11-0845
KA 11-0845
KA 11-0845
KA 11-0845
KA 11-0845
8
13 KHA 11-0015
KHA 11-0015
KHA 11-0015
KHA 11-0015
KHA 11-0015
KHA 11-0015
KHA 11-0015
KHA 11-0015
KHA 11-0015
KHA 11-0015
KHA 11-0015
KHA 11-0015
KHA 11-0015
KHA 11-0015
KHA 11-0015
KHA 11-0015
KHA 11-0015
KHA 11-0015
KHA 11-0015
KHA 11-0015
20
14 GA 23-6162
GA 23-6162
GA 23-6162
GA 23-6162
GA 23-6162
GA 23-6162
GA 23-6162
7
15 GA 31-4761
GA 31-4761
GA 31-4761
GA 31-4761
GA 31-4761
5
Appendix
Page | VI
16 KA 04-0781
KA 04-0781
KA 04-0781
KA 04-0781
KA 04-0781
KA 04-0781
KA 04-0781
KA 04-0781
KA 04-0781
KA 04-0781
KA 04-0781
KA 04-0781
KA 04-0781
KA 04-0781
KA 04-0781
KA 04-0781
KA 04-0781
KA 04-0781
KA 04-0781
KA 04-0781
20
17 GA 27-4453
GA 27-4453
GA 27-4453
GA 27-4453
GA 27-4453
GA 27-4453
GA 27-4453
GA 27-4453
GA 27-4453
GA 27-4453
GA 27-4453
GA 27-4453
GA 27-4453
GA 27-4453
GA 27-4453
GA 27-4453
16
18 GA 19-1814
GA 19-1814
GA 19-1814
GA 19-1814
GA 19-1814
GA 19-1814
6
19 GA 15-2091
GA 15-2091
GA 15-2091
GA 15-2091
GA 15-2091
GA 15-2091
GA 15-2091
GA 15-2091
GA 15-2091
GA 15-2091
GA 15-2091
GA 15-2091
GA 15-2091
GA 15-2091
GA 15-2091
15
20 GA 21-9459
GA 21-9459
GA 21-9459
GA 21-9459
GA 21-9459
GA 21-9459
GA 21-9459
GA 21-9459
8
21 CHA 45-8976
CHA 45-8976
CHA 45-8976
CHA 45-8976
CHA 45-8976
CHA 45-8976
CHA 45-8976
CHA 45-8976
CHA 45-8976
9
22 KA 67-8997
KA 67-8997
KA 67-8997
3
23 GA 14-7887
GA 14-7887
GA 14-7887
GA 14-7887
GA 14-7887
GA 14-7887
GA 14-7887
7
24 KHA 56-0976
KHA 56-0976
KHA 56-0976
KHA 56-0976
KHA 56-0976
KHA 56-0976
KHA 56-0976
KHA 56-0976
8
25 KA 56-5564
KA 56-5564
2
26 GHA 45-3456
GHA 45-3456
GHA 45-3456
GHA 45-3456
GHA 45-3456
5
27 KA 45-3476
KA 45-3476
KA 45-3476
KA 45-3476
4
28 GHA29-1659
GHA29-1659
GHA29-1659
GHA29-1659
4
29 GA 43-6543
GA 43-6543
GA 43-6543
GA 43-6543
4
30 KHA 78-0453
KHA 78-0453
KHA 78-0453
KHA 78-0453
4
31 GHA 22-3412
1
Arrival 0 0 0 1 1 0 0 2 2 0 0 0 0 1 1 4 0 0 1
Departure 0 1 0 0 1 1 1 3 1 0 1 0 1 0 3 3 2 0 3
Total 18 18 17 17 18 18 17 16 15 16 16 15 15 14 15 13 14 12 12 10
Appendix
Page | VII
Momtaz Plaza: On-Street Parking Off-Street Parking (Parking Terms Calculation)
Parking Volume
On Street Off Street Combined
154 vehicle/5 hour 31 Vehicle/5hour 185 Vehicle/5hour
Parking Accumulation
Time On Street Off Street Combined
11.00-11.15 11 18 29
11.15-11.30 10 18 28
11.30-11.45 11 17 28
11.45-12.00 12 17 29
12.00-12.15 13 18 31
12.15-12.30 12 18 30
12.30-12.45 7 17 24
12.45-1.00 6 16 22
3.00-3.15 11 15 26
3.15-3.30 12 16 28
3.30-3.45 13 16 29
3.45-4.00 12 15 27
4.00-4.15 10 15 25
4.15-4.30 12 14 26
4.30-4.45 11 15 26
4.45-5.00 12 13 25
6.00-6.15 13 14 27
6.15-6.30 12 12 24
6.30-6.45 12 12 24
6.45-7.00 13 10 23
Combined Average Accumulation 26.55(per 15 minutes)
Parking Index and Spillover
Time Total Parked Vehicle(Combined)
No. of Space Available
Parking Index Parking Spill Over
11.00-11.15 29 28 103.57 1
11.15-11.30 28 28 100.00 0
11.30-11.45 28 28 100.00 0
11.45-12.00 29 28 103.57 1
12.00-12.15 31 28 110.71 3
12.15-12.30 30 28 107.14 2
12.30-12.45 24 28 85.71 0
12.45-1.00 22 28 78.57 0
3.00-3.15 26 28 92.86 0
3.15-3.30 28 28 100.00 0
3.30-3.45 29 28 103.57 1
3.45-4.00 27 28 96.43 0
Appendix
Page | VIII
Parking Index and Spillover
Time Total Parked Vehicle(Combined)
No. of Space Available
Parking Index Parking Spill Over
4.00-4.15 25 28 89.29 0
4.15-4.30 26 28 92.86 0
4.30-4.45 26 28 92.86 0
4.45-5.00 25 28 89.29 0
6.00-6.15 27 28 96.43 0
6.15-6.30 24 28 85.71 0
6.30-6.45 24 28 85.71 0
6.45-7.00 23 28 82.14 0
Combined Average Parking Index 94.82
Parking Turnover (185/28)= 6.607 vehicles per space in a period of 5 hours
On-Street Parking
No. of Times Seen
Average Duration(hour) Total Vehicle Parked
% Vehicle-Hours of Occupation
%
1 0.25 119 75.32 29.75 51.74
2 0.50 19 12.03 9.5 16.52
3 0.75 14 8.86 10.5 18.26
4 1.00 1 0.63 1 1.74
5 1.25 3 1.90 3.75 6.52
6 1.50 2 1.27 3 5.22
158 100.00 57.5 100.00
Off-Street Parking
No. of Times Seen
Average Duration(hour) Total Vehicle Parked
% Vehicle-Hours of Occupation
%
1 15 min 1 3.23 0.25 0.33
2 30 min 2 6.45 1 1.31
3-4 1 hour 5 16.13 4.75 6.21
5-8 2 hour 10 32.26 17.5 22.88
9-12 3 hour 2 6.45 4.5 5.88
13-16 4 hour 5 16.13 19 24.84
17-20 5 hour 6 19.35 29.5 38.56
31 100.00 76.5 100.00