Parking And Its Relationship To Transit and Transit-Oriented Development
A study of urban transport planning Europe and a look at trip generation at transit-oriented developments in Portland's Pearl District have been added to the Best Practices.
The core hypothesis of traditional urban and transport planning 'growth of mobility,' 'travel time saving by increasing speed' and 'freedom of modal choice' are myths and do not exist in the real urban and transport system," reports Kerman Knoflacher is his December 2007 article in SADHANA: Academy Proceedings in Engineering Sciences, a bi-monthly research journal in English published by the Indian Academy of Sciences. This is the reason, he explains, why urban planning and transport planning based on traditional non-scientific assumptions is creating more transport problems, but also environmental and social as well as economic problems where these principals are applied.
Intelligent planning and treatment means the problem has to be treated at the source where it occurs, according to Knoflacher. The solution therefore cannot be found in treatment of flow in traffic, or in road pricing or in tariffs of public transport. The intelligent solution lies in reorganization of origins and destinations — a fundamental reorganization of parking.
"In the past the share of public transport has been destroyed, not by increasing the number of cars but by organizing parking in a wrong manner," Knoflacher declares.
Equity between cars and public transport would be necessary everywhere. This means the walking distance to a parking place has to be at least as long as the walking distance to the public transport stop.
Students from Portland State University’s Institute of Transportation Engineers student chapter collected data in 2007 to determine residential parking demand and trip generation by mode split at three downtown residential housing developments in a transit oriented development.
All parking units or spaces in all the buildings studied were sold to residents, with slightly more than 1 parking spaces per dwelling unit. The survey found the auto was overwhelmingly the primary mode used by the residents, followed closely by walking. Residents using autos indicated they were using transit or other non-auto modes on the weekend or after work, for nearby errands. These same residents also indicated their jobs were far enough away that they considered the auto more advantageous