management plan for parking in ahmedabad

Management Plan for Parking in Ahmedabad

Major Project Report

Submitted by:

Nirav Vidwans (0727MPB)

Ambika Pandey (0719MPB)

In partial fulfilment for the

Degree of MBA (Infrastructure)

Submitted to:

Department of Policy Studies

TERI University

Vasant Kunj, New Delhi, India

May 2009

Student Declaration

We, Nirav Vidwans (0727MPB) and Ambika Pandey (0719MPB) hereby undertake that the work

submitted here namely ‘Management Plan for Parking in Ahmedabad’ done in collaboration with

ITDP, New York, is purely for fulfilment of academic requirements for the award of Degree of MBA

(Infrastructure), TERI University. The work has not been published anywhere else and due

acknowledgement to sources of reference has been made. The work was sub-divided between the

contributors and has been mentioned in the relevant sections of the report.

_______________________ _________________________

Nirav Vidwans Ambika Pandey

(0727MPB) (7019MPB)

Submission Form

Name of the student : Ambika Pandey (0719MPB)

Nirav Vidwans (0727MPB)

Programme : MBA (Infrastructure)

External Supervisor : Shrey Gadepalli, Senior Program Director, ITDP

Title of the research project : Management Plan for Parking in Ahmedabad

Date of completion of project : 10/05/2009

__________________ ____________________

Ambika Pandey Nirav Vidwans

(0719MPB) (0727MPB)

______________________

Shreya Gadepalli,

Senior Program Director,

ITDP, India.

Date:

Acknowledgement

We express our gratitude to ITDP (Institute for Transportation and Development Policy) for

nominating us to an eighteen weeks Internship Programme, conducted by Department of Policy

Studies, TERI University, New Delhi.

We express our sincere thanks to Ms. Shreya Gadepalli, Senior Programme Director, ITDP

(Ahmedabad) and her entire team, who helped us not only in providing necessary data for project

but also in guiding us during preparation of our report.

Also we would like to thank Dr. Kaushik Deb, Head of the Center, Department of Policy Studies

for highlighting some issues that can be taken up for the report work.

Ambika Pandey Nirav Vidwans

Abstract

As India‟s economy is expanding and growing at fast rate, the pressure on its transport

infrastructure can be easily felt. The needs of an increasingly urban population, coupled with

significant increases in industrial, trade and commercial demands, socio-economic

developments have placed immense strain on the existing transport infrastructure and

resulting steep increase in transport demand.

Over the past 10 years the vehicle population has increased hundred-fold while the road

length network has reportedly increased by a factor of only seven. The annual average rate of traffic

growth stands at around 8-10%. In the year 2004 a record breaking 1 million cars were sold which infers

the increase in dependence on private transportation. This increase in share of private transport have

started to cause traffic congestion, increase in parking space, various pollution etc. in almost all

the mega cities of India. However parking which is one of the basic elements of

transportation is never given importance unless and until it becomes inevitable. Parking

Policy plays a vital role in the overall development of a city. The basis of this study is to design a

parking facility for Ahmedabad.

This report is divided into 8 sections:

1. Introduction to the City

2. About the Project

3. Literature Review

4. Data Collection, Analysis and Modeling

5. Maninagar Parking Demand

Management Plan

6. Conclusion and recommended Policy

Directives

7. Annexure

8. References

Section: 1. Introduction to the City

This section gives a brief introduction to the the city, its Demographics, the Economy and Land use,

Existing Transportation scenario and Travel characteristics.

Section: 2. About the project

This section explains the reason behind this project, objectives, methodology and the scope of the study.

The study is intended to develop a management plan that addresses parking related issues for the city of

Ahmedabad. The plan shall provide solution in regulatory perspective for both on and off street parking

through pricing and supply management. The study will also look into the issues related to pricing

aspects.

The study shall help informing local government, developers, institutions, and citizens to broadly

implement optimal parking solutions.

Section: 3. Literature Review

Primarily parking is done to control ill-effects now it is considered as a tool in many developed

nations to reduce congestion, as a traffic management measure and finally as urban development policy

objectives. There is no uniform approach in solving this problem, this is seen in many metropolises which

have to be tackled and cured on scientific bases and hence the uniform approach for metropolitan cities.

The study is broadly divided into three parts, a) Policy Design, b) Pricing Mechanism and c) Management

Plan This sections includes the various strategies involved in a parking policy. It begins with the

introduction of parking terminologies, norms, types of surveys and designs and also gives a brief about

the pricing mechanism and management plan. The section also discusses four parking practices both on-

street and off-street covering international and domestic cases.

Section: 4. Data Collection, Analysis and Modeling

Out of the 21 major roads six cases were selected representing 27% sample size population of the listed

roads. These were:

Maninagar Station Road (Kankaria to Railway Station)

Ashram Road (Usmanpura to Delite Junction)

Relief Road (Circuit House to Kalupur Railway Station)

SG Highway (ISKON to Gurudwara)

Gurukul Road (Gurukul to Subhash Chowk)

CG Road (Panchvati to Stadium Cross Road)

Data Collection has been divided into two parts: primary data and secondary data.

Primary Data:

Site survey based: Parking volumes, inventory, Land use, accumulation, etc.

Questionnaire based: Parking interviews, Trip length, Trip purpose

Secondary Data:

Technical alternatives and cost

Scheduling of rates

Manpower and Enforcement cost and Building use conversion data

This section also discusses the detailed site analysis of all the six cases and the selection of location for

the pilot project. The location selected is MANINAGAR. Maninagar has different demand characteristics

in all the sections due to different activities.

Section: 5. Maninagar Parking Demand Management Plan

This section includes physical analysis, parking statistics, management options and pricing model. On-

street parking is generally 10% of the cost of off-street parking facility. Following options have been

identified to manage the proposed on-street parking facility.

Manual paper ticketing system

Smart card technology with portable meter and e-ticketing system

RFID Technology

The user of a publicly provided service should pay an amount sufficient to cover the public cost of

providing the service. Demand management plan includes:

Parking pricing

Regulating supply

Enforcement mechanism

Section: 6. Conclusion and Recommended policy directives

Parking is and will remain an issue that affects everyone in the community, from traffic management and

law enforcement to attraction owners to residents of nearby neighborhoods.

Parking must have:

ease of implementation

high revenue capability

The evolvement in parking management has shifted from the setting up of on-street parking via the

creation of off-street parking , towards parking management system as apart of wider traffic management

system.

Table of Content

Chapter 1: Introduction to the City ............................................................................................................ 1

1.1 About the City ............................................................................................................................... 1

1.2 Demographics ................................................................................................................................ 1

1.3 Economy & Land Use .................................................................................................................... 3

1.4 Existing Transportation Scenario ................................................................................................... 7

1.5 Travel Characteristics .................................................................................................................. 10

Chapter 2: About the Project ................................................................................................................... 13

2.1 About the Subject......................................................................................................................... 13

2.2 Need for the Study ....................................................................................................................... 14

2.3 Objective and Scope of Study ...................................................................................................... 14

2.4 Methodology ................................................................................................................................ 15

Chapter 3: Literature Review .................................................................................................................. 16

3.1 Parking Terminology (Khanna, Justo, 1979) ................................................................................ 16

3.2 Parking Norms for the city ........................................................................................................... 17

3.2.1 Parking Norms given by Indian Roads Congress (IRC-12) ....................................................... 17

3.2.2 Parking Norms of Ahmedabad City .......................................................................................... 18

3.3 Defining Parking Problems and Solutions .................................................................................... 19

3.4 Evaluation framework and criteria ............................................................................................... 20

3.5 Impact of parking ......................................................................................................................... 21

3.6 Best Practices ............................................................................................................................... 22

3.6.1 Domestic on-street parking scheme .......................................................................................... 22

3.6.2 Domestic off-street parking scheme .......................................................................................... 24

3.6.3 International on-street parking scheme ...................................................................................... 26

3.6.4 International off-Street parking scheme .................................................................................... 28

3.7 Parking surveys & Definitions ..................................................................................................... 29

3.7.1 Parking Space Inventory Survey ............................................................................................... 29

3.7.2 Parking Usage Survey by Patrol................................................................................................ 30

3.7.3 Questionnaire Type Parking Usage Survey ............................................................................... 31

3.7.4 Cordon Count Survey ............................................................................................................... 31

3.8 Design and Technology Alternatives ............................................................................................ 32

3.8.1 Common Methods of On Street Parking/ Kerb Parking ............................................................. 32

3.8.2 Types of Off Street parking facilities ........................................................................................ 33

3.9 Policy Study................................................................................................................................. 36

Chapter 4: Data Collection and Analysis (Nirav, Ambika)

............................................................................... 38

4.1 Study Area Delineation & Case Selection .................................................................................... 38

4.2 Field Surveys & Primary Data Analysis ....................................................................................... 40

4.2.1 Parking Volume Counts ............................................................................................................ 41

4.2.2 Land Use Survey ...................................................................................................................... 51

4.2.3 Parking Space Inventory ........................................................................................................... 55

4.2.4 Parking Duration ...................................................................................................................... 57

4.2.5 Parking Interview ..................................................................................................................... 59

4.3 Observation Summary .................................................................................................................. 60

4.3.1 Maninagar Analysis .................................................................................................................. 60

4.3.2 Ashram Road Analysis ............................................................................................................. 64

4.3.3 Relief Road Analysis ................................................................................................................ 66

4.3.4 C G Road Analysis ................................................................................................................... 68

4.3.5 Gurukul Road Analysis............................................................................................................. 71

4.3.6 S G Highway Analysis ............................................................................................................. 72

Chapter 5: Maninagar Parking Demand Management Plan ..................................................................... 74

5.1 Parking Development Plan for Maninagar .................................................................................... 74

5.1.1 Physical Analysis of Maninagar (Nirav)

....................................................................................... 74

5.1.2 Parking Statistics (Nirav, Ambika)

.................................................................................................... 77

5.1.3 Parking Scheme Physical Design Options (Nirav)

........................................................................ 81

5.1.4 Management Options (Ambika)

..................................................................................................... 84

5.1.5 Pricing and Financial Model (Nirav)

............................................................................................ 87

5.2 Demand Management Plan (Nirav, Ambika)

........................................................................................ 92

Chapter 6: Conclusion and Recommended Policy Directives .................................................................. 97

Annexure .......................................................................................................................................... 100

References ........................................................................................................................................ 103

List of Tables

Table 1.1: Population growth trend ......................................................................................................................................... 2

Table 1.2: Land Use Pattern – AMC and AUDA – 2011 .......................................................................................................... 4

Table 1.3: Motor Vehicle Growth in Ahmedabad .................................................................................................................... 7

Table 1.4: AMTS Operation Figures ....................................................................................................................................... 8

Table 1.5: GSRTC Service to Ahmedabad .............................................................................................................................. 8

Table 1.6: Roads in AMC ....................................................................................................................................................... 9

Table 1.7: Major Road Widths .............................................................................................................................................. 10

Table 1.8: Household distribution by income group ............................................................................................................... 11

Table 1.9: Travel Characteristics ........................................................................................................................................... 12

Table 3.1: Parking Norms – IRC (Indian Road Congress) ...................................................................................................... 18

Table 3.2: Parking Norms - GDCR ....................................................................................................................................... 19

Table 3.3: Parking management strategies (Donald Shoup-1999, TDM Encyclopaedia, EPCA Report 2008) .......................... 35

Table 4.1: Major Roads of the City ....................................................................................................................................... 38

Table 4.2: Case for Parking Survey (Primary Data – Phase-1) ............................................................................................... 39

Table 4.3: Survey Parameters................................................................................................................................................ 40

Table 4.4: Survey Schedule................................................................................................................................................... 41

Table 4.5: Survey Time Slots, [(*) – Phase-2 Survey]............................................................................................................ 41

Table 4.6: Parking Volume – Ashram Road .......................................................................................................................... 42

Table 4.7: Parking Accumulation - Maninagar ...................................................................................................................... 45

Table 4.8: Parking Accumulation – Relief Road .................................................................................................................... 45

Table 4.9: Parking Volume – S G Highway (22/02/09) .......................................................................................................... 47

Table 4.10: Parking Volume – Gurukul road (27/02/09) ........................................................................................................ 49

Table 4.11: Parking Volume – CG Road (21/03/09) .............................................................................................................. 50

Table 4.12: Maninagar Road - Land Use ............................................................................................................................... 52

Table 4.13: Ashram Road – Land Use ................................................................................................................................... 53

Table 4.14: Gurukul Road - Land Use ................................................................................................................................... 53

Table 4.15: C G Road – Land Use ......................................................................................................................................... 54

Table 4.16: S G highway – Land Use .................................................................................................................................... 54

Table 4.17: Parking Space Inventory – All Cases .................................................................................................................. 55

Table 4.18: Categorized Parking Duration - Maninagar ......................................................................................................... 57

Table 4.19: Categorized Parking Duration – Maninagar (Percentage) .................................................................................... 58

Table 4.20: Categorized Parking Duration – Ashram Road .................................................................................................... 58

Table 4.21: Categorized Parking – Ashram Road (Percentage) .............................................................................................. 59

Table 4.22: Trip Purpose - Maninagar ................................................................................................................................... 59

Table 4.23: Peak Hour Demand - Maninagar ......................................................................................................................... 63

Table 4.24: Parking Area Demand - Maninagar ..................................................................................................................... 63

Table 4.25: Demand Percentage of Supply ............................................................................................................................ 63

Table 4.26: High Volume section Demand – Maninagar ........................................................................................................ 64

Table 4.27: Peak HourVolume – Ashram Road ..................................................................................................................... 65

Table 4.28: Parking Area Demand – Ashram Road................................................................................................................ 65

Table 4.29: Parking Supply Percentage ................................................................................................................................. 65

Table 4.30: Paid Parking Lots in Walled City ........................................................................................................................ 67

Table 4.31: Peak Hour Demand – Relief Road ...................................................................................................................... 67

Table 4.32: Parking Area Demand – Relief Road .................................................................................................................. 67


Table 4.34: C G Road – Fees Schedule ................................................................................................................................. 69

Table 4.35: Peak Hour Demand – C G Road ......................................................................................................................... 70

Table 4.36: Parking Area Demand - C G Road ...................................................................................................................... 70


Table 4.38: Peak Hour Demand – Gurukul Road ................................................................................................................... 71

Table 4.39: Parking Demand – C G Road .............................................................................................................................. 71


Table 4.41: Peak Hour Demand – S G Highway .................................................................................................................... 73

Table 4.42: Parking Demand Area – S G Highway ................................................................................................................ 73


Table 5.1: BRTS corridor Parking details - Maninagar .......................................................................................................... 77

Table 5.2: Parking Statistics – Maninagar ............................................................................................................................. 77

Table 5.3: Total 2-wheeler daily demand - Maninagar ........................................................................................................... 79

Table 5.4: Parking Duration Volumes – Maninagar ............................................................................................................... 80

Table 5.5: Maximum Area Requirement - Maninagar ............................................................................................................ 80

Table 5.6: Parking Area Demand (Modewise) Peak Hour – Maninagar .................................................................................. 82

Table 5.7: On-street Parking Design Space Allocation – Maninagar ...................................................................................... 83

Table 5.8: Comparison of Parking Management Systems ...................................................................................................... 85

Table 5.9: Smart Card Technology Options ........................................................................................................................... 86

Table 5.10: Project Cost Options ........................................................................................................................................... 90

Table 5.11: Expected Revenue Comparison .......................................................................................................................... 90

Table 5.12: Linear Pricing Scheme ....................................................................................................................................... 91

Table 5.13: Incremental Pricing Scheme ............................................................................................................................... 92

List of Figures

0

Figure 1.1: City Growth Patter

Figure 1.2: AMC – Proposed Land Use 2011

Figure 1.3: AUDA – Proposed Land Use 2011

Figure 1.4: Proposed Land Use Map – AMC and AUDA – 2011

Figure 1.5: Existing Land Use patterns

Figure 1.6: motorized Vehicular Composition – 2007

Figure 1.7: Ahmedabad Road Network – 2011

Figure 1.8: Vehicle Ownership Distribution

Figure 3.1: Parking bays and accumulation curve

Figure 3.2: Hyderabad Airport Parking Design

Figure 3.3: Parking Patterns

Figure 3.4: Parking Policy Contents

Figure 4.1: Case Study Locations

Figure 4.2: Parking Volume Trend – Ashram Road – Section – 1


Figure 4.4: Parking Accumulation – Ashram Road

Figure 4.5: Parking Accumulation - Maninagar

Figure 4.6: Parking volume – Relief Road (24.02.09)

Figure 4.7: Parking Volume – Relief Road (3 Days)

Figure 4.8: Parking Volume – 3 Sections (SG Highway)

Figure 4.9: Parking Volume – S G Highway

Figure 4.10: Total Parking Volume – SG Highway

Figure 4.11: Categorized Parking and Total Parking Volume – Gurukul Road

Figure 4.12: Categorical and Total Parking Volume – C G Road

Figure 4.13: Maninagar Road – Mapped Observations

Figure 4.14: Mapped Images – Ashram Road

Figure 4.15: CG Road – Mapped Observations

Figure 4.16: Gurukul Road – Mapped Observations

Figure 4.17: S G Highway – Mapped Observations

Figure 5.1: Maninagar Physical Analysis

Figure 5.2: Parking Accumulation Curve

TERI University, New Delhi Parking Policy and Management - Ahmedabad

1

Chapter 1: Introduction to the City

1.1 About the City

Ahmedabad is the commercial capital of Gujarat state and an emerging mega city of India. Founded in

1411 AD the city has now grown to be seventh largest city in the country and largest in the state (BRTS,

DPR – 2008). The city remains to be the financial and commercial/economic hub of the state with

extensive trade and manufacturing. Once famous as the „Manchester of India‟, Ahmedabad was textile

capital of the country. With current industrial basket comprising of manufacturing textiles, chemicals,

metals and alloys, pharmaceutical drugs and plastic the city attracts entrepreneurs for investments. The

city lies on the commercial belt of Gujarat and Maharashtra with a terminal position on the DMIC

corridor connecting northern and western India i.e. Delhi and Mumbai. The city has attracted more

investment after proposition of more than six SEZ‟s in and around the district. It is well connected to rest

of the country through rail, road and air routes. AMC (Ahmedabad Municipal Corporation) and AUDA

(Ahmedabad Urban Development Authority) are the governing bodies of the city. Ahmedabad has three

large industrial estates within the municipal limits governed by GIDC. The city is well electrified by

Torrent Power Company at stable power supply with minimum load shedding. Educational institutes and

research organizations like educational institutes IIM, CEPT, NID and research organizations like ISRO,

PRL etc. have brought the city name and fame. Rich in architectural heritage and culture the city reflects

its value through several monuments, temples etc. The city presently spans on eastern and western banks

of river Sabarmati with the walled city on eastern bank and the modern city on the western bank. With

projects like the BRTS, Metro Rail (proposed), Ahmedabad – Vadodra Expressway, Sabarmati River

Front, Kankaria Lake etc. the city is trying to provide world class urban infrastructure to its citizens. With

this progress trend the city has felt the need to develop its transport infrastructure, water and sanitation

and health and education infrastructure.

1.2 Demographics

The city of Ahmedabad spreads over an area of approximately more than 400 km² with a

population of more than 5.5 million (GIDB – Traffic Study 2004). While greater Ahmedabad covering

areas of AMC, AUDA, Gandhinagar and surrounding villages covers 4200 km² of land (AUDA – Master

Plan 2011). The city is composed of eastern bank with fort walled city having high population density,

heavy commercial activity density and traditional architecture with closely placed structures and narrow

streets. The socio-economic characteristic of eastern city is dominated by low to middle income group

with all the three industrial estates. The growth of eastern area is highly unplanned. Western side of the

city has seen growth since past two decades, but the speed has been immense as compared to the eastern

Nirav Vidwans (0727MPB), Ambika Pandey (0719MPB) MBA (Infrastructure) – TERI University

2

side. The west has relatively well planned housing with wider roads and major institutions. Western

suburb has noticed rapid industrial development and middle and higher income group residential

development. Increment in the urban sprawl can be mainly attributed to addition of residential and

commercial space in the city. Population growth trend of the city can be seen in the following table.

Location Population (million) Density

(Person/Ha) - 2001 1981 1991 2001

AMC 2.2 2.9 3.5 184

AUDA + AMC 2.7 3.8 4.7 77

Table 1.1: Population growth trend Source: Ahmedabad BRTS DPR – August 2008

Population of the city has been ever growing due to addition of new areas into the municipal limits and

inclusion of new areas to greater Ahmedabad. It has also grown due to immense employment opportunity

and better infrastructure as compared to rest of the state. Population growth rate has declined from 3.4 to

2.2 percent compounded annually in past two decades, however the rate varies spatially (BRTS, DPR –

2008). The walled city has reached saturation in terms of land use and population. There are more that

nine lakh households in the city that account for the city population. Ahmedabad ranks third in the

country with highest per capita income figure for year 2007-08(NCAER/FCR) with 23 % of the

population living below the poverty line (NCAER/FCR Report – 2008). The growth in per capita income

is mainly because of industrialization around the city, infrastructure development, retail business growth,

literacy growth etc. The diagram shows the city growth pattern in different time phases.

FIGURE 1.1: City Growth Patter Source: Ahmedabad BRTS DPR – Phase II - 2008


3

1.3 Economy & Land Use

Economy of the city is built by diverse professions and industries dominated by pharmaceutical

industries, chemical industries, textile business, real estate business and retail industry. A substantial

segment of the population is engaged in retail business and small scale industries. Development of malls

and multiplexes in the city has taken retail business to an organized sector from an unorganized pattern.

Real Estate business is flourishing on both the sides of the city with several housing schemes being

developed within and beyond the AMC limits. Ahmedabad contributes 20 % to the income of Gujarat

statev. The city has also attracted IT industry to a certain extent due to increase in demand of IT service

and availability of skilled manpower. Development of medium to large scale industries is also seen on the

fringe areas of the city owing to liberal industrial policies of the city. Ahmedabad is connected to all the

ports in Gujarat and with development of ports in the costal SEZ‟s in the state the city is becoming a

major trade terminal connecting northern and western parts of the country. This is also expected to attract

high end manufacturing industries in the district that shall generate employment opportunities and

strengthen the economy of the city. With such a prime location and connectivity through air, rail and road

the city is gaining importance as trading and manufacturing hub critically. Ahmedabad also acts as a

tourist terminal that attracts and distributes the tourism flux to other parts of the state. Agriculture has also

gained impetus in and around the district due to Narmada canal that brings water for irrigation. DMIC

corridor is expected to give a boost in transactions of agricultural products from the district to other parts

of the country. Ahmedabad has currently seven APMC (Agricultural Produce Market Committee)

operation sites that trade agricultural produce and have a turnover of more than 800 million Rs (APMC –

Ariculture Produce Market Committee – Annual Report 2008). Five of these market yards are located on

the suburban region of the city whereas two of these are in the city.

Land use and its nature of growth, has played a vital role in economic prosperity of the city. The

spatial arrangement of activities has aided this development. Existing economic development of the city is

highly dependent on spatial arrangement of different activities and their connectivity to other regions.

Ahmedabad is a ring radial city with two rings and radials on east and west of the city. Location of key

urban units like transport units (railway station, bus station and air port), freight handling units (APMC

yards, railway cargo yard etc.), government institutions etc. is decentralized in the city which helps to

partially regulate traffic and congestion. Land use in the city is regulated by the GDCR norms, but there is

a strong need felt to revise these norms due to conversion of land use, increase in unplanned land

allocation etc. The land around the city is not locked and thus has immense potential to expand in all

directions. The city has currently spread more in east – west direction against north – south direction. This

can be due to the developing industrial and residential zones in these two directions (east and west). Since

the river Sabarmati crosses the city from north to south it confines the development there.


4

Following table shows the broad land use categories proposed for the city in 2011, and their composition

for AUDA and AMC territory.

Sr.

No.

Category Proposed Area (Ha) % of Total Land

AMC - 2011

1 Residential 8340.22 42.69

2 Commercial 263.06 1.35

3 Educational 387.30 1.98

4 General Industrial 2006.51 10.27

5 Special Industrial 786.72 4.03

6 Agricultural/Recreational/ Vacant 1643.60 8.41

7 Water bodies 937.97 4.80

8 Railway and Airport 826.86 4.23

9 Roads 1744.67 8.93

10 Walled City 645.56 3.30

11 Special Development Land 1955.37 10.01

Total 19536.98

AUDA – 2011

1 Residential 1 8536 36.21



4 Commercial 808 3.43

5 Educational & Public Utility 367 1.56

6 Services & Institutional 442 1.86

7 Industrial 909 3.86

8 Agricultural 2622 11.12

9 High Flood Hazard Zone 537 2.28

10 Sewage Treatment Plant 935 3.97

11 Road, Railways & Transport 1697 7.20

Total 23571.00

Table 1.2: Land Use Pattern – AMC and AUDA – 2011 Source: BRTS DPR 2008 & AUDA Website

As seen in the table above both the authorities have proposed to allocate maximum land to residential

development followed by industrial land in AMC and agricultural in AUDA region. Total area that shall


5

be under AMC and AUDA jurisdiction is around 43,107.98 Ha (AUDA – Development Plan -2011).

Following chart gives a comparative view of the proposed development.

Figure 1.2: AMC – Proposed Land Use 2011 Source: BRTS DPR – Phase II - 2008

Figure 1.3: AUDA – Proposed Land Use 2011 Source: AUDA Website

As seen in the above chart AMC and AUDA have proposed residential land use development up to the

level of almost 43% and 65% respectively. Industrial development in the AMC territory has been

proposed to an extent of about 15%. This can be seen from the current level of industrialization in the

fringe areas of AMC limits and its proximity to the core city areas. Industrial cluster development on the

fringe areas can even be attributed to easy access to market yards, warehouses, transport terminals,

highway, railway terminal etc. This growth however is not high in comparison to past data due to State

Governments restrictive policy. AUDA has proposed very low level of industrialization because of

42.69%

1.35%

1.98%10.27%4.03%

8.41%

4.80%

4.23%

8.93%

3.30%

10.01%

AMC - 2011 - Proposed Land Use Pattern % of Total LandResidential

Commercial

Educational

General Industrial

Special Industrial

Agricultural/Recreational/

VacantWater bodies

Railway and Airport

Roads

Walled City

Special Development Land

36.21%

13.65%14.85%

3.43%

1.56%1.88%

3.86%

11.12%

2.28%3.97%

7.20%

AUDA - 2011 - Proposed Land Use Pattern % of Total Land

Residential 1

Residential 2

Residential 3

Commercial

Educational & Public Utility

Services & Institutional

Industrial

Agricultural

High Flood Hazard Zone

Sewage Treatment Plant

Road, Railways & Transport


6

unavailability of infrastructure as compared to AMC territory. AUDA currently has high level of

agricultural land and proposes to promote agriculture more than any other land use except residential use

to a level of 12%. Land dedication to transport facilities falls next to agriculture to a level of around 7%.

This land use design shows that majority of the activities and employment options still remain

concentrated in AMC limits. There can thus be a hypothesis created saying that if residential development

grows at same rate in AUDA region it would envelope and limit industrial development in AMC region.

AMC is also proposing a third ring road to facilitate the through traffic to bypass the urban region.

Development of Educational and Commercial use is still marginal as compared to residential and

Industrial development. From past land use data it can be seen that the city is promoting industrial land

use more than educational, commercial and recreational/public spaces. Following is the proposed land use

map for AMC and AUDA region. The map shows spatial distribution of residential, commercial and

industrial spaces in the city that hold prime importance in the study. These three land uses attract almost

all the parking demand in the city and thus create a need for space. It can be seen that majority of the land

use remains confined in the AMC limits and have barely spread across to AUDA territory. Commercial

activity though not centralized but is spread in the central area of the city in small clusters.

Industrialization in Ahmedabad accounts for 21.5% of the industries and almost 18% employment of the

state which is seen mostly spread in the western side of the city. Recently in the city there has been shift

from manufacturing oriented economy to service based economy which has brought about drastic change

in land use pattern of the city. Industrialization has thus started to shift to the west suburban region of the

city due this drift in economic scenario. It can also be seen that there are few mixed clusters comprising

industrial and residential development stranding out of the ring radial city. These developments have been

promoted by the radials extending out of the core city. After the composite land use map classified land

use maps show the existing concentration/distribution of residential, commercial, public use and

industrial spaces respectively. More than 80% of the Greater Ahmedabad population resides within the

AMC limits composing residential land use to the maximum level BRTS, DPR – 2008). Level of

urbanization on the eastern city is more than the western part but is unplanned against the western city

development. Public facility space is very less against commercial and industrial development.

Figure 1.4: Proposed Land Use Map – AMC and AUDA – 2011 Source: BRTS – DPR Phase II - 2008

Figure 1.5: Existing Land Use patterns Source: CDP Strategies, Ahmedabad (2003)


7

73.40%

5.30%

12.80%

0.40%

3.10%

1.70%3.00% 0.30%

Motorized Vehicular Composition - 2007

2 wheelers

3 Wheelers

Cars

Taxis

Buses & HCV

LCV/ Trailor

Tractors/Tempo

Others

1.4 Existing Transportation Scenario

The city as mentioned earlier is well connected through rail, road and air routes. It has good networking

with national highways, state highways and district roads along with one expressway. The city has one

main railway junction and four other railway stations. With increase in population and total number of

vehicles in the city congestion and pollution are coming up as major problems. Road network length per

lakh number of vehicles also has reduced owing to vehicular growth and lack of space availability for

roads.

Vehicles in the city have drastically increased in past 40 years against the city and its infrastructure

growth. The table below shows the vehicular growth trend in the city since 1971.

Year Total Vehicles Two Wheelers Three Wheelers Four Wheelers AMTS Buses

1971 62922 21702 4865 4081 525

1981 165620 86550 16741 14098 610

1991 538182 361372 38359 47952 756

2001 1210278 863003 65868 114653 886

2007 1938518 1422666 90918 248130 920

Table 1.3: Motor Vehicle Growth in Ahmedabad Source: RTO Office, Ahmedabad – 2007

Vehicles in the city have grown at an average growth rate of 10.03%. Since 1971 total number of vehicles

in the city has grown up to 31 times. Total number of registered vehicles in Ahmedabad after its

formation in 1961, are above 90 lakhs that is 170 times the initial number (CRRI – City Transportation

Study – 2006). Ahmedabad accounts for over more than 21% of the total vehicles registered in the state.

Car use has increased in the city by an addition of 19858 cars last year. Ahmedabad accounts for the

highest per capita vehicles in the country with almost 290 vehicles per 1000 population (2002). Existing

motorized vehicular composition in the city is as shown.

Figure 1.6: motorized Vehicular Composition – 2007

Source: RTO Office, Ahmedabad


8

Public transport agency for the city is AMTS (Ahmedabad Municipal Transport Service) a statutory body.

It had 141 operational routes with 920 buses in 2007 (GSRTC website). Currently it faces several set of

problems in terms of excessive manpower, poor maintenance, large overheads, aged fleet, and weak

operational plans. Below shown is a past eight year statistic of AMTS operation in the city.

Year Fleet Size

(Buses)

No. of

Routes

Service

Km./day

Buses/ Lakh

population

Ridership

2000 942 144 155675 22 757852

2001 886 140 151245 21 678861

2002 801 136 124375 18 574257

2003 687 115 81802 15 385682

2004 601 110 76028 13 325378

2005 540 117 77411 11 349653

2006 848 131 117536 14 579254

2007 920 141 170255 15 744550

Table 1.4: AMTS Operation Figures Source: AMTS Records

The above table shows the least ridership numbers in the year 2005 which is the record low ridership

since 1971. This reduction was due to problem areas mentioned above. AMTS invited private contractors

to operate the buses and was able to increase its ridership and fleet size. This restructuring and policy

revision has helped AMTS reach its existing level of 1022 buses (538 operated by private operators and

484 by AMTS) and ridership of 936,886 passengers (AMTS Annual Statement – 2008).

Regional transport is being provided by GSRTC (Gujarat State Road Transport Company). It provides

intercity and interstate transport service to Ahmedabad by connecting it to rest of the state and adjoining

states like Rajasthan, Maharashtra and Madhya Pradesh. It provides city bus service between Ahmedabad

– Gandhinagar and Ahmedabad – Vadodra.

Table 1.5: GSRTC Service to Ahmedabad Source: IPTS Study, Louis Berger

Sr. No. Location No. of Buses

1 Gandhinagar 330

2 Mehamdabad 179

3 Bareja 40

4 Kalol 330

5 Dehgam 217

6 Sanand 153


9

Its major terminal in the city at Geeta Mandir and several pick up points spread across the city carry

around 2 lakh (two-way) passengers daily. Being the only major terminal it faces acute congestion

problem in terms of parking and traffic movement. To resolve this problem it is planning to distribute the

operations at different locations throughout the city.

Railway is another mode of daily commute for trips made outside the city. It carried around 25,000 daily

commuters in 2000. It has its main junction at Kalupur with 12 platforms and connected by over 100

trainsv. Other station at Maninagar is a source of daily rail commuted trips. These two stations are well

connected by AMTS routes and intermediate public transport modes.

Intermediate public transport service like the shared auto rickshaw (commonly known as chakdaas)

operates on several same routes as the AMTS giving it tough competition. These rickshaws carry four to

six passengers and charge fares almost as same as AMTS. These rickshaws have a well designed informal

network and operate on six to seven routes in the city. Another mode is the intercity private bus service

that provides pick up point to point service in the urban and suburban region. These buses originate and

terminate at six to seven locations in the city.

Ahmedabad urban agglomeration has a total road network of 3650 Kms. (2007) excluding NH,

Expressway, State Highways (R&B Roads). Urban local roads are constructed and maintained by AMC

and AUDA. The city has ring radial road network with 20 radials, 12 in the west and 8 in the east

(Analysis of Physical Map – Ahmedabad 2007). The radials provide cross mobility between the radials

reducing the travel distance. Out of the total road network in Ahmedabad, AMC maintains a length of

2398 Kms. Roads in AMC cover only 7% of the land against desired level of 15-18%. Average road

width in the city is 12 m and maximum RoW goes up to 60 m Road density per sq.km. has reduced from

6.66 to 5.2 since 2001 owing to expansion of AMC limitsv.

Parameters 2000-01 2006-07

Surfaced Roads (km) 1187.1 1823.2

% Asphalt Roads 93.34 76.0

Un-surfaced Roads (km) 84.64 575

Total Length of roads (km) 1271.74 2398.2

Length of Road per sq.km. 6.66 5.2

Table 1.6: Roads in AMC Source: AMC Statistical Outline

Figure 1.7: Ahmedabad Road Network – 2011 Source: AUDA Development Plan


10

Based on a study by CRRI, Ahmedabad has more than 16 major roads with average road width ranging

from 12 to 60 M.

Sr. No. Road Name Avg. Road Width (Mt)

1 Ashram Road 40.28

2 Gandhi Road 12.19

3 Tilak Road 18.29

4 Astodia Road 19.81

5 Mirzapur Road 15.24

6 Gheekanta Road 12.19

7 Circular Road along fort wall

a) Gandhi Bridge to Tilak Road Junction

b) Tilak Road Junction to Sardar Bridge

24.38

8 Chandola Road 24.38

9 Shyam Prasad Road 24.38

10 Rakhial Road 18.29

11 Stadium Road 18.29

12 Satellite Road 60.96

13 Sarkhej Road 30.48

14 Circular Road (Sardar Bridge to Gandhi Bridge) 24.38

15 Circular Road (Usmanpura to Paldi) 36.58

16 Circular Road (New Vadaj to NH8) 40.28

Table 1.7: Major Road Widths Source: Study on Ahmedabad Transport System - CRRI

The city has 10 bridges that cross river Sabarmati and one is under construction. There are nine rail-over

bridges and five under passes. Traffic congestion in city is moderate with travel speed ranging from 10-24

km/hr.

1.5 Travel Characteristics

Travel Characteristics are defined as trip length, trip rate, geographical distribution etc. and are derived

through household survey characteristic like occupation, vehicle ownership, age, sex, income etc.

Socio-Economic characteristic of Ahmedabad shows that majority of the population (58%) is in the active

age group while less than 8% are old age citizens. Occupation distribution of the city shows that majority

of the people are engaged in business (13%) followed by private service (12%) and government job (4%)

respectively. Students and House wives amount to 51% of the total population and unemployed


11

population of the city is 4%. 15% of the population is engaged in activities other than the mentioned

above. The occupation data has been derived from GIDB – IPTS Study (2000). Household distribution by

income group shows that major portion of the population has household income less than 5000 Rs.

/month.

Income Range Percentage

<5000 38.5

5000-10000 29.1

10000-20000 18.3

20000-30000 8.8

>30000 5.3

Table 1.8: Household distribution by income group Source: GIDB Metro Study (2004)

This trend of income distribution shows that there is a large potential for provision and promotion of

public transport and bicycle travel. This brings into consideration of TOD (Transit Oriented

Development) for the city and thus developing its transport network accordingly. Vehicle ownership also

supports this pattern of income distribution.

Figure 1.8: Vehicle Ownership Distribution Source: GIDB Metro Study (2004)

Despite of the development in living standards large number of the households (31%) don‟t have

motorized or personal vehicle (GIDB – Traffic Study – 2005). This distribution shows that the city needs

to provide better infrastructure for cyclists and pedestrians in terms of footpaths, cycle tracks, public

transport systems etc. This distribution shows that there is a need to shift the 2 – wheeler volume by

developing the above mentioned infrastructure. With increase in purchase power and readily available

finance percentage of 4-wheelers and 2-wheelers is increasing.

23.00%

59.00%

10.00%

8.00%Vehicle Ownership Distribution

Bicycles

2 - Wheelers

Cars

No Personal Vehicle


12

In recent studies for BRTS by AMC, trip rates were found out to be 1.92 for trip defined as more than 500

Mt. Almost 80% of the walk trips were less than one Km. If all trips less than one Km. are excluded the

trip rate comes out to be 1.14, excluding walk trips is 0.99. Mode of travel and Trip Length is shown in

the following table.

Mode of Travel & Trip Length

Mode %age Avg. Length (Km)

Walk 13.2 2.2

Bicycle 18.8 3.3

2 Wheeler 35 5.4

Auto Rickshaw 8.8 4

4 Wheeler 3.1 6

Bus 15 6.2

Others 5.8 4.6

Table 1.9: Travel Characteristics Source: Ahmedabad BRTS – DPR (2008)

Majority of the trips generated are work and business trips up to 23% and 19% respectively. These two

are the major trips followed by business trips at 9.5% and other purpose trips at almost 5% while rest of

the trips are return trips. Average trip length for all the trips through all the modes (<1 Km) is 5.4 Km.

Bus and car trips are long distance trips while auto rickshaw and 2-wheeler trips are medium distance

trips. There also exists a correlation between mode of travel and age group by maximum walk trips less

than age 15 and more than age 50. The age group between this uses rest of the modes.


13

Chapter 2: About the Project

2.1 About the Subject

Parking is a situation when any vehicle is at rest and occupies a land space and is and integral part of any

roadway system. With rapid urbanization and growing number of vehicles, parking demand has been

increasing consuming large urban spaces. As mentioned earlier vehicular growth rate in the city has been

considerable causing supply and demands demand disparity of parking space. Parking has become an

integral part of our cultural requirement and an issue of global concern. Fast, safe and reliable mobility is

a concern along with parking in auto based landscape developments (TDM Encyclopedia, WTPI, July

2008). Urban spaces in Indian cities have started to adopt auto based landscape developments that

dedicate large area of usable space to parking lots. Parking facility is considered as a fringe benefit by

everyone, being supplied without cost. Contrary to an auto-oriented urban sprawl aim should be towards

sustainable development and better planned environments (David King et.al. 2007). It thus becomes a

challenge to regulate, supply and incorporate parking as a crucial parameter for such a development. A

big challenge to face this rapid growth in sustainable manner is to identify new ways to address the

parking needs simultaneously minimizing its negative impacts and encouraging better and different

design. Parking consumes huge amount of space that could be otherwise developed. We lose land in

surface and structured parking lots that create sterile, unattractive environments that deaden city and

suburban streets, further isolate uses and preclude lively pedestrian-friendly streets (Deren Han, 2009).

Ahmedabad is one of the fast developing cities in India and has enabled itself to compete in the race

of mega cities ranking. With addition of huge area into its jurisdiction the city is fast growing and so are

the infrastructure needs. The city hence is facing several challenges one of them being the parking space

issue. The study addresses parking issue at domestic/city level with policy measures to regulate spaces

being used for parking through fair management and pricing mechanisms.

Parking can be broadly classified into two major categories viz. On-street Parking and Off-street

Parking. The facility can be paid or offered as fringe benefit. Ahmedabad follows the GDCR norms for

parking regulation and development in the city structures. Various guidelines and standards are laid down

by the NUTP, SP-12, UDPFI, IRC etc. for parking and its management. Parking strategies need to be

based on several components primarily being the demand and supply elasticity, pricing mechanism,

management alternatives, socioeconomic characteristics, land use, mode of travel etc. Parking regulation

causes significant impact on two major areas of vehicle ownership and road space usage characteristics.

Parking supply can be provided through a variety of methods and pricing/subsidized mechanisms.


14

2.2 Need for the Study

AMC territory has a total land area of 19,536 Ha (AUDA Master Plan – 2011) that contains different land

uses and varying parking demands. The city provides paid as well as free on-street and off-street parking

facilities. Existing road widths are not sufficient for different uses on major lengths in the city. Existing

roads carry pedestrian load, cyclist load, motorized vehicular load, street vendors load and parking load.

Apart from this other activities like use of roads for recreational activity by putting up tents and stray

cattle movement also demean the road landscape. The study focuses on parking issue and tries to derive a

solution on case by case basis along with policy recommendation applicable for the city. Following points

establish the need for this study.

1. Increasing in number of motorized vehicles and availability of parking space as fringe benefit

2. Reduction of accessibility and mobility in CBD (central business district) and major areas

3. Negative impact on quality of health and life due to increased pollution by addition of new

vehicles on road and use of single occupancy vehicles

4. Intervention in pedestrian movement and bicycle mobility due to on-street parking.

5. Reduction in use of public transport system and high level of use of single occupancy vehicle.

6. Increase in mixed land use practice leading to congestion in residential areas

7. Lack of availability of on-street or off-street parking spaces for work trips which are maximum in

number.

8. Reduction in average traffic speed, reduction in available effective road width, bottle necks and

accidents due to unsystematic parking practices on street.

9. Low level of usage of off-street parking lots and their poor designs.

10. Unavailability of institutional arrangement for regulating and enforcing parking law in the city

2.3 Objective and Scope of Study

Objective of the study is to provide the city with a parking policy design guideline through pricing

mechanism and management and design alternatives that would help the city administrative authority to

regulate and govern on-street (kerb side) and off-street (multi level or ground level) parking schemes in

the city. Objective areas of the policy include the following:

a. Improving the quality of public spaces for pedestrians and cyclists

b. Improvement in accessibility to CBD areas

c. To provide effective enforcement of parking regulation through better institutional arrangement

d. Reducing pollution, noise, and congestion by discouraging the use of private motor vehicles and

promoting public transport systems


15

e. Minimizing the use of personal transport mode through regulated pricing and diversion of revenue

collected for other infrastructure facilities.

f. Encourage efficient use of available parking spaces through regulated supply

It is however true that without motorized mobility the sustenance of any economy is difficult, the policy

shall aim at restricting the volume of vehicle and eliminate the extra unwanted demand. The study shall

not capture off-street parking data but remain restricted to on-street parking only.

Scope of the study is limited to design parking scheme for one case that comprises of pricing

mechanism and management plan. The study shall also deliver draft directives for a comprehensive

parking policy for the city of Ahmedabad. The extent of the study area in physical terms remains

restricted within AMC boundaries, however the policy and model can be applied to AUDA limits. The

policy and research shall only provide and be applicable to municipal land and not on private land.

2.4 Methodology

The study is broadly divided into three parts viz. a) Financial Model and Pricing Mechanism, b)

Management and Design Alternatives c) Draft Policy Directives

Study methodology comprises of a step wise sequence of studies as mentioned below:

i. Literature study in form of:

a. About the city demographics, traffic, land use and economy, transportation systems etc.

b. Case studies for on-street and off-street parking at domestic and international level

c. Pricing methods, Management alternatives, engineering options and policy analysis at

domestic and international level

ii. Identification of study area with construction of survey plan and data collection formats

iii. Site visits and phase-1* of primary data collection in form of data sheets and questionnaires

iv. Secondary data collection

v. Primary data analysis elasticity studies and representative indicators for modeling

vi. Selection of two cases and phase-2* of data collection

vii. Physical analysis of the area and parking lot alternative generation (on-street or off-street) by

checking technical feasibility

viii. Financial modeling and pricing model of technically feasible alternatives and elasticity

analysis

ix. Recommendations in form of draft policy directives to the administrative authority

x. Enforcement plan to curb ill effects like bribe, spill over etc.

Phase 1 – Volume counts, Road space inventory, Land Use survey, Phase 2 – Parking

duration, Questionnaire survey.


16

Chapter 3: Literature Review

3.1 Parking Terminology (Khanna, Justo, 1979)

A Space-Hour: is a unit of parking that defines the use of a single parking space for a period of 1 hour.

Parking accumulation: is defined as the number of vehicles parked at a give 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 volume: is the total number of vehicles parked at a given duration of time. This does not

account for repetition of vehicles. The actual volume of vehicles entered in the area is recorded.

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.

Average parking duration: is the ratio of total vehicle hours to the number of vehicles parked.

Parking turnover: 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 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

Parking duration = parking load / parking volume

Parking turnover = parking volume / no. of bays available

Parking index = (parking load / parking capacity) X 100


17

Figure 3.1: Parking bays and accumulation curve

3.2 Parking Norms for the city

For any type of development to come up in a city, there is a regulation which regulates it. These

regulations are called General Development Control Regulation .i.e. GDCR. General Development

Control Regulation is a document which regulates the total development of city. All cities do

not have a common GDCR. GDCR‟s vary from city to city, this is because the Regulations are developed

keeping in mind the general development of the city. In the GDCR, there is section named as Parking

Regulations/Norms which provides the guidelines for the provision of parking for various land-use

activities. A study of Parking Regulations of some cities is been carried out and its description is listed

below.

3.2.1 Parking Norms given by Indian Roads Congress (IRC-12)

Indian Roads Congress has given parking space standards which is applicable in entire India. The

Standards given by Indian Roads Congress are tabulated below:

No Land Use Parking Space Standard

1 Residential

(i)Detached, Semi-Detached row house

a.Plot area upto 100 sq.m

b.Plot area from 101 to 200 sq.m c.Plot area from 201 to 300 sq.m

d.Plot area from 301 to 500 sq.m

e.Plot area from 501 to 1000 sq.m

f.Plot area from 1001 sq.m and above

(ii)Flats

(iii)Special, costly developed area.

(iv)Multi-storeyed group-housing schemes.

No private or Community parking space is required. Only Community parking space is required.

Only Community parking space is required.

Min. one-third of the open area be earmarked for parking.

Min. one-fourth of the open area be earmarked for parking.

Minimum 1/6thof the open area be earmarked for parking.

1 space for every 2 flats of 50-99sq.m or more of floor.

1 space for every flat of 50-100 sq.m of floor area.

1.5 spaces for every flat of 100-150 sq.m of floor area.

2 space for every flat of above 150 sq.m of floor area.

1 space for every 4 dwelling except in cities like Calcutta and Bombay

where the demand may be more

2 Offices 1 space for every 70 sq.m of floor area 3 Industrial premises 1 space for upto 200 sq.m of initial floor area. Additional spaces at the

rate of 1 for everysubsequent 200 sq.m of fraction thereof.

4 Shops and Markets 1 space for every 80 sq.m of floor area.


18

5 Restaurants 1 space for every 10 seats.

6 Theatres and Cinemas 1 space for every 20 seats.

7 Hotels and Motels

(i)5 and 4 star hotels

(ii)3 star hotels

(iii)2 star hotels

(iv)Motels

1 space for every 4 guest rooms.



1 space for each guest room.

8 Hospitals 1 space for every 10 beds.

Table 3.1: Parking Norms – IRC (Indian Road Congress)

When applying the above standards, the parking space requirement of a car can be considered as 3m x

6m when individual parking space is required and 2.5m x 5m when community parking is

envisaged. For 2-wheelers, a stall of size 0.8m x 2.5m is desirable vii

.

3.2.2 Parking Norms of Ahmedabad City

Ahmedabad Municipal Corporation (AMC) and Ahmedabad Urban Development Authority (AUDA)

have jointly developed the parking Norms or regulation for all types of land-use activities

taking place in Ahmedabad City. This Parking Regulations are a part of the General Development Control

Regulation (GDCR) of Ahmedabad. As per the section of Parking Regulations mentioned in the

GDCR of Ahmedabad the Minimum parking space regulations are given below. Off-street parking

spaces for vehicles shall be provided for every new building constructed for the first use or when the use

of old building is changed to any of the uses mentioned in the table below:

Sr.

No

Type of use Parking Space Required Remarks

1 Residential

(Flats/Apartments)

15% of maximum permissible

F.S.I

(1) Dwelling units Above 80 Sq.Mts

built up area 50% of the total parking

space requirement shall be reserved for cars.

(2) Upto 80 Sq. Mts. built up area 25%

of the total parking space requirements

shall be reserved for cars.

(3) 10% of the total parking space

requirements shall be reserved for

visitors at ground level.

2 Cinema theatre, public

assembly hall

auditorium, stadium etc.

1 Sq Mts. per seat 50% of the total parking space

requirements shall be reserved for cars.

3 Industrial 10% of Building Unit 50% of the total parking space requirements shall be reserved for cars.


19

4 Commercial and business

establishments including

business office, bank,

hotel,

guest house, lodge,

eating house, restaurant,

institutional building etc.

and Health facilities

including Hospitals & Nursing Homes etc.

30% of maximum permissible

F.S.I

Note :

(1) The parking space so required

shall be provided excluding

required marginal space and Built

up area with solid plinth subject

to other regulation

(2) 20% of the parking space required at the ground level shall

be exclusively provided for

visitors.

50% of the total parking space

requirements shall be reserved for cars.

5 Community buildings

such as community hall/

marriage hall/

community wadi/

recreational club/ and

religious building, party

plot, club house etc.

50% of Building Unit. 50% of the total parking space

requirements shall be reserved for Cars.

6 a) Primary schools.

b) Secondary and higher

secondary schools

(c) Colleges and

coaching classes.

20 Sq. Mts. for every 100 Students.

50 Sq.Mts. for every 100 students

70 Sq. Mts. for every 100 students

For computing number of students 0.75 sq. mts. floor area is equal to 1 (one)

student.

7 Special building for

uncommon uses :

(a) stock exchange

(b) Grain market, timber

market, iron market, agricultural market, and

such other wholesale

Trade.

For (a) and (b) 30% of maximum

permissible F.S.I

For (a) 50% of the total parking space

requirement shall be reserved for cars.

For (b) 50% of the total parking space

requirement shall be reserved for heavy

motor vehicles.

Competent Authority/Municipal

Commissioner shall specify the number and types of vehicles likely to be use in

addition to Col. No. 4

For (a) and (b) of col. No.2

Table 3.2: Parking Norms - GDCR

3.3 Defining Parking Problems and Solutions

Parking problems are often defined to mean that motorists consider parking inadequate, inconvenient or

expensive. This implies that the best solution is to increase parking supply without directly charging

users. But there are other ways to define parking problems that suggest other parking solutions. Parking

problems may reflect:

Inadequate information for motorists on parking availability and price. The solution could be to

improve use information.

Inadequate user options. The solution could be to improve parking options, such as letting motorists

choose between convenient, priced parking and less convenient, free/inexpensive parking.


20

Inconvenient Parking Pricing methods, such as mechanical meters that require users to predict how

long they will be parked and only accept certain coins (Ian Maher, 2002). The solution could be to

improve pricing systems.

Excessive automobile use. The solution could be to reduce Automobile Dependency and encourage

transportation alternatives. Concerns over spillover parking congestion in nearby areas if parking

supply is inadequate or priced. The solution could be to provide parking management and

enforcement in impacted areas.

Economic, environmental and aesthetic impacts of parking facilities. The solution could be to reduce

parking supply and improve parking facility design (Donald Shoup, 2001).

3.4 Evaluation framework and criteria

An evaluation framework specifies various details of an evaluation process. Evaluation Criteria refers to

factors that should be considered while evaluating the parking problems and solutions. Some important

criteria are discussed below:

a. Demand and adequacy

Parking Demand refers to the amount of parking that would be used at a particular time, place and price.

It is a critical factor in evaluating parking problems and solutions. Parking demand is affected by vehicle

ownership, trip rates, mode split, duration (how long motorists park), geographic location (i.e.,

downtown, regional town centre or suburban), the quality of travel alternatives, type of trip (work,

shopping, recreational), and factors such as fuel and road pricing.

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 theatres 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, neighbourhood 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.


21

Adequacy refers to whether there is sufficient parking at a particular time and location. What constitutes

adequacy varies depending on conditions and user expectations. For example, even in dense areas parking

is usually adequate during off-peak periods, or at a sufficient price. Similarly, parking may be considered

inadequate at a particular location, but is available a few blocks away. Unregulated parking it may be

adequate for residents and employees, who park early in the day, but inadequate for delivery vehicles,

customers and clients who arrive later. Conversely, parking with a 2-hour or less time limit, or is priced,

may be considered adequate for short-term users but inadequate for employees and residents who must

park all day.

Parking regulations often reflect an 85th percentile demand standard, which means that 85 out of 100 sites

will have unused parking supply even during peak periods xi. These standards tend to be excessive for

more accessible conditions, priced parking, where other TDM strategies are implemented, or where

parking facility costs are high.

Other factors include (Barbra J., 2001):

a. Consumer impacts

b. Equity impacts

c. Economic development impacts

d. Transportation and land use

impacts

e. Facility design

f. Parking facility costs

o Land

o Construction costs

o Operation and maintenance

o Transaction costs

o Environmental costs

o Total costs

o Load factor

3.5 Impact of parking

Parking Policy has a direct impact on vehicular ownership and road space use. However, there are some

ill effects of parking which are as follows:

1) Congestion

One of the serious ill-effects of parking is the loss of street space and the attendant traffic congestion. The

capacity of the streets is reduced, the journey speed drops down and the journey time and delay increases.

The operational costs of vehicles are thereby increased, causing serious economic loss to the community.

Due to 9 ECS on street parking the delay is increased by 3.37%, stops are decreased by 2.29%, and fuel

consumption is increased by 1.1% at the network level (Poole, 2007).


22

2) Accidents

The manoeuvres associated with parking and unparking are known to cause road accidents. Careless

opening of the doors of parked vehicles, moving out of a parked position and bringing a car to the parking

location from the mainstream of traffic are some of the common causes of parking accidents.

3) Obstruction to fire-fighting operations

Parked cars obstruct the movement of fire-fighting vehicles and greatly impede their operations. They

also block access to hydrants and to buildings.

4) Environment

Parked vehicles degrade the environment of the town centre. Stopping and starting of vehicles results in

noise and fumes. On-street parking tends to increase the air pollution levels in the congested streets due to

reduction in the capacity of streets. Vehicular emissions are of particular concern, since these are ground

level sources and thus have the maximum impact on general population.

In spite of the above ill-effects, parking has to be allowed on the streets or off the streets close to the

user‟s destination. The well-being of the community and the town centre demands that great thought

should be bestowed on the parking needs and how to best fulfil them.

3.6 Best Practices

3.6.1 Domestic on-street parking scheme

Parking management strategy for the Walled city of Jaipur (Jaipur Parking Demand Management

Study by CRRI - 2006)

This city does not have parking policy in place but has proposed development of several multi storey

parking lots to overcome congestion problems. Identified problem areas in the city are:

a. Unorganized parking spaces

b. On street parking spaces encroached by vendors and shoppers

c. Absence of planned spaces

d. Parking projects have come up but not a policy

e. Lack of enforcement

The Jaipur Development Authority (JDA) concerned with the growing demand for parking and the related

problems, (i.e., traffic circulation, congestion etc), requested the Central Road Research Institute, New

Delhi, to study the parking problems and suggest policies and schemes of management.


23

The scope of the study was restricted to Kishanpole bazaar in the west, Tripolia bazaar in the north, Mirza

Ismail Road (M I Road) in the south and Johari bazaar in the east

Objective and Scope Of The Study

The study was taken up with the following objectives:

Assess the parking demand and characteristics of the study area;

Assess the traffic operating conditions on the major roads within the study area;

Project the parking demand of the future;

Explore the possibilities of augmenting the parking spaces; and

Develop parking management schemes and policies to meet the parking demand of the present

and future.

Field Studies

With a view to assess the existing parking demand, parking supply, traffic volume and traffic speed on

major roads and related data was collected by carrying out field surveys, namely,

traffic volume survey;

speed and delay survey of traffic;

parking duration and accumulation surveys;

users opinion survey;

inventory of regulatory measures of parking; and

Inventory of parking spaces.

Existing Parking Supply: Kerbside parking is allowed on all the road sections in the study area and can

accommodate a total of 2645 ECS.

Projection of Parking Demand

The growth in parking demand is directly related to growth in activities located in the study area coupled

with increase in vehicle ownership in the city besides economic status of the people visiting the area.

Parking demands have been projected separately for cars and two-wheelers for the year 2001 and 2011

AD.

Recommended Strategies and Policies

The parking space available can cope with only two-third of the present demand and the projected

parking demand is much higher. Presently no parking fee is being charged for kerbside parking. In the


24

absence of parking fee the user can move from one parking lot to another thus creating avoidable demand.

Therefore, it is proposed to introduce parking fee in some of the areas. This will moderate parking

demand and also act as deterrent to the growth of parking demand up to certain time period. With the

continuous increase in economic status of the residents, the parking demand is bound to increase.

Therefore, there is a need to evolve strategies to meet the growing demand through demand management

and capacity augmentation.

i. Proposed fee and expected revenue :

The parking Fee is categorised in two sections with four wheelers and two wheelers as the modes. The

total revenue has increased from Rs. 19 to 30.78 miliion in the period 1996 -2001. it is expected to

increase upto Rs. 341.10 million By 2010.

ii. Cost of developing off street parking facilities and net revenue:

a. Area covering Ramnivas garden and Ajmeri gate requires Rs. 90 millions for development

and net revenue comes upto Rs. 98 millions.

b. Area covering Ram leela Ground , Sanjay Market , Old Pension office premises and Near

Rajastahn Ch of commerce requires Rs. 161 millions for development and net revenue comes

upto Rs.240 millions.

c. Area covering Choti Chaupur and Badi Chaupur requires Rs. 100 millions for development

and net revenue comes upto Rs.195 millions.

Thus, the revenue generated from parking fee was proposed to be earmarked as „parking fund‟ to be used

for capacity augmentation through private sector participation. Using this revenue an additional 2200

ECS of off-street parking facility was proposed to be developed at different locations in order to satisfy

the growing demand. It was shown that by streamlining the existing parking facilities and implementing

appropriate parking and management policies could provide better facilities for the users and at the same

time reduce the burden on local governments.

3.6.2 Domestic off-street parking scheme

Hyderabad International Airport Parking Policy (Tenega Parking Pvt. Ltd. – Managemetn Study of

APMS at Hyderabad International Airport)

o In line with its commitment to bring world-class services to Hyderabad, the New Hyderabad

International Airport in Shamshabad has been set in motion by setting up an Automated Parking

Management System (APMS) at the airport premises.


25

o The Parking Management System will be managed by Tenaga Parking (India) Private Limited, a

part of the Malaysia-based Tenaga Group. The company will take care of the Parking

Management in the new airport for a period of three years, which can be extended further on

mutual agreement.

o As per the contract, GHIAL will develop the car parking facility with necessary equipment,

technology including surfacing of entire car park area, internal roads, marking, signage,

landscaping, provision of utilities like electricity , water etc.

o Tenaga Parking (India) Pvt. Ltd, for its part, will perform, implement and execute the

Management Services for efficient and customer friendly management of the Parking Facility.

The features of the parking management in the new airport are:

Automated service which facilitates No Queuing and No Waiting by introducing the „Touch &

Go‟ concept

Traffic management of the car parking area for customers and other services in front of terminal

building comprises over 3500 car bays.

Traffic management of the parking area in front of Cargo terminal building comprises around 153

Two-Wheeler bays, 125 car bays, 30 truck parking bays and Dock parking bays.

Kerbside management at departure and arrival level includes VIP and VVIP Movement,

Taxi‟s/Cabs and Shuttle Buses

Valet Services

Management of public transport system like auto rickshaws, pre-paid taxi‟s, fleet taxis, buses,

government and staff vehicles in the parking area

The parking charges are as follows:

1. Car Parking Tariffs

a. Rs.70.00 for first two hours

b. Rs.110.00 for subsequent 2 to 3 hours

c. Rs.30.00 for each subsequent hour or part thereof

d. Rs.250.00 for 24 hours

2. Cargo Truck Parking

a. Rs.100/- for first 2 hours

b. Rs.50/- for each subsequent hour

3. 2-Wheeler Parking

a. Rs. 15/- for first 2 hours


26

b. Rs.10/- for each subsequent hour or part thereof

c. Upto a maximum of Rs. 100/- per 24 hours

Apart from the above mentioned details there does not exist any policy that guides the parking scheme.

Following is the site map that shows mobility plan and parking lot schematics.

Figure 3.2: Hyderabad Airport Parking Design

3.6.3 International on-street parking scheme

Perth Parking Policy (Perth Parking Policy, 1998)

The policy has been developed by the state government in consultation with the city of Perth.

Objectives of the policy include:

Ensure the continued economic vitality of the City of Perth.

Improve accessibility to, and within the city, for all users.

Improve the air quality and the physical environment of the city.

Keep the impacts of vehicular traffic within acceptable limits.

Encourage the efficient use of parking facilities in the policy area.

Provide a framework for the development of parking facilities within the city.

Principles adopted to achieve the objectives are:


27

An adequate range of parking facilities in regard to demand, availability of public transport, road

capacity, traffic flow, land use and environmental conditions.

Pedestrians will have priority; surrounding the pedestrian heart the emphasis will be on the provision

of short term parking. New public long term car parks may be located outside of the central area.

The level of desirable tenant parking will vary according to the category of street from which such

facilities take access; the general principle is that allowances are lower where access has greater

detrimental impact on pedestrian movement.

Parking facilities should complement their surroundings and provide a convenient service without

causing undue disruption or loss of amenity to surrounding uses.

Off street parking areas should be located and designed so they are an integral part of the

development of the site. Disabled and cycling parking facilities should be visible and conveniently

located

Policy Provisions

The provisions governing the establishment of parking facilities within the policy area break down into:

1. Public parking

a. Short-stay public parking facilities – at least 50% of vehicles stay less than 4 hours; and at least

90% stay less than six hours

b. Long-stay public parking facilities – for use without time constraints

This policy establishes three parking zones;

Pedestrian – priority zone(PPZ)

Short – stay parking zone(SPZ)

General parking zone(GPZ)

2. Tenant parking: is parking available, generally on site, for the exclusive use of tenants/occupants of

city commercial buildings.

Evaluation criteria for parking facilities:

The impact that the proposed parking facility would be likely to have on the amenity of the

environment within the Perth Parking Management Area.

The availability of public transport in the vicinity of the proposed parking facility.

The impact of the facility on traffic flows within the area.

The impact that establishing and operating the parking facility would have on pedestrian movement in

the vicinity of the facility.

Special provisions included for:

Residential Parking

Events Parking

Disabled people parking

Bicycle Parking


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Special Purpose bays Combined Parking

3.6.4 International off-Street parking scheme

Hamilton Employee Parking (Extracts from the policy document)

This policy applies to all city employees (All city employees, including but not limited to permanent,

temporary and contract employees, and students, interns, and volunteers.) except those who have specific

parking provisions in their collective agreements. This policy encourages alternative forms of commuting

to work.

Employees have been given exemption to use private vehicle to perform their duties that needs travelling

as a part of their routine activity. Care has been taken to check contravention of the policy with any other

acts, laws, legislations etc.

Mission Statement:

A self-sustaining business unit, financed entirely by its users, which manages the life-cycle of the

municipal parking system - from planning, design and construction, to operation, maintenance and

enforcement - in support of the residential and business communities, and the City's Land Use,

Transportation and Economic Development initiatives.

Profile of the system:

Hamilton Municipal Parking System (HMPS) is committed to providing a wide variety of programs and

services and is responsible for the life-cycle management of the municipal parking system from planning,

design and construction to operations, maintenance and enforcement.

Parking enforcement

Parking fine inquiries and payments

Parking ticket reviews and adjudication

Towing

Private property enforcement

School Crossing Guards

Parking Operations

Parking Operations operates and maintains all municipal parking facilities and administers parking

regulations and programs with following services:

Management and operation of the City's Municipal Car Parks


29

Commercial and Residential Kerbside parking programs

Enactment/implementation of all on-street parking regulations

Disabled Parking Program

On-Street Parking Programs

Enactment/implementation of all alleyway parking regulations

Parking By-laws administration and maintenance

Special Event Parking

3.7 Parking surveys & Definitions

The type of parking survey to be conducted for formulating a comprehensive parking plan for an area can

be very detailed in scope. The data collected and the degree of sophistication employed depends upon the

funds available.

The following are the types of parking surveys usually conducted:

1. Parking space inventory survey

2. Parking usage survey by patrol (Khanna, Justo, 1976)

3. Questionnaire type parking usage survey

4. Cordon count survey

3.7.1 Parking Space Inventory Survey

The first step in a parking survey is to collect data on the amount, type and location of space actually or

potentially available for parking in an area. The area to be surveyed should first be delineated. The study

area can be a street or an area covering a numbers of streets. The study area is then sub-divided on a

street-by-street basis and the sub-division marked on a map. Sketch plans of the streets are then prepared

in advance. The data on parking facilities should be recorded on the sketch plans using suitable symbols.

The items to be recorded should include the following:

i. Total length of kerb and lengths governed by no waiting and limited waiting restrictions (TDM

Encyclopedia, 2008).

ii. Number of parking spaces provided in the street and street width.

iii. Location of bus stops, bus-bays, pedestrian crossings, fire hydrants, loading zones, taxi stands,

driveways and other features that are likely to affect the use of the street for parking.

iv. Number and type of traffic signs for regulation of parking.

v. Private streets, service and rear-access alleys.

vi. Vacant or unused land suitable for temporary or permanent parking space.


30

Off-street parking facilities should be recorded separately, indicating the type, capacity, parking charges,

parking pattern, entrances and exits.

3.7.2 Parking Usage Survey by Patrol

Purpose

The purpose of parking usage survey is to obtain data on the extent of usage of parking space. The survey

will include counts of parked vehicles at regular intervals through a period, covering both the morning

and evening peak period, and the parking accumulations and turn over.

The survey can be for on-street and off-street parking. The general methodology for both the surveys is

similar, though minor details can be different. The method consists of making periodic observations of

parked vehicles on each patrol. For off-street observations, the entire parking space can be patrolled or,

alternatively, the entrances and exits may be observed continuously.

Mapping the street system

The first step is to prepare a map of the street system that will be covered by the patrol, showing therein

its sub-division in to sections. Street junctions make convenient points for determining the sections. The

recording can be for both sides of the road or separately for each side. The map and the forms should

clearly show the direction of travel by the patrol-man and the side or sides where observations are to be

recorded (by arrows).

Frequency of patrol (Khanna, Justo – 1976)

Though more frequent patrols result in more accurate data the field work and subsequent analysis

becomes more tedious. A frequency of ½ an hour is considered to be satisfactory for on-street parking,

while a frequency of 1 hour could be used for off-street parking. A frequency of ½ an hour likely to miss

short-term parkers (up to 29 minutes duration) and this makes it necessary to have more frequent patrols

in selected areas where short-term parking may be significant, e.g., near banks, post offices etc.

Method of observation

Usually patrols are by foot, but where vehicles are not parked, too close to one another a moving car may

also be used. As an aid, a tape recorder may be used to record the registration number of vehicles. If the

proportion of the short-term parker is more then only in and out of the vehicles are noted to have a more

realistic picture of parking demand.


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Timing of survey

The survey should be done on a typical week day, free from factors likely to result in non-representative

characteristics. The period of the survey is usually 10 to 12 hours, so as to cover the arrival and departure

of commuters and shoppers.

3.7.3 Questionnaire Type Parking Usage Survey

The questionnaire type parking usage survey involves interviews with the drivers who use the parking

facilities. As a result, it is possible to collect information on the extent, to which the existing facilities are

being used, the parking requirements at the prices existing at the time of the survey, the parking demand

at different prices, the distribution of demand over area and time and the journey purposes of car parkers

(Economic Survey of Delhi – 2005-06).

The survey can either be made by making enquires among the vehicle owners living in the vicinity of the

survey area, or by making enquires among the drivers of vehicle seen to park in the area at the time of the

survey. In the former method, a sample of vehicle owners is selected from the list of vehicle owners and

the questionnaires are delivered to them. Non-respondents can be followed up and the requirements of the

sample are grossed up to the requirements of the whole population. The second method suffers from a

disadvantage that it misses information about potential parkers who never bring their vehicles to the

survey area for want of space, but this can be overcome by a supplementary sample.

In this interview of actual parkers, the information collected should include:

(i) Address of origin of the trip

(ii) Address of destination of the trip

(iii) Trip purpose

(iv) Time of arrival at the parking place

(v) Time of departure from the parking place

(vi) Type of parking space used

(vii) Type of vehicle

Normally one interviewer is required to cover about fifteen spaces. All the parkers in 8 or 10 hours period

are interviewed. The duration of the survey may be a single day (working day) or may spread over a

number of days.

3.7.4 Cordon Count Survey

In this method, the area to be surveyed is demarcated by a cordon line which is crossed by the roads

emanating from the area. Counting stations are established at these crossing points and a count is made of

all the vehicles entering and leaving the area (Khanna, Justo – 1976). The difference between the top

traffic gives the number of vehicles parked or in motion in the area. The counting can be manual or

automatic.


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3.8 Design and Technology Alternatives

3.8.1 Common Methods of On Street Parking/ Kerb Parking

Kerb parking facility may be either unrestricted or restricted type. The restricted kerb parking may either

be controlled by police or by metres and a certain fee is collected from those who park their vehicles for

certain duration of parking time.

Angle parking or parallel parking may be allowed in the kerb parking. Angle parking may be at angles

30, 60, or 90 degrees. Angle parking accommodates more vehicles per unit length of kerb and maximum

vehicles that can be parked are within an angle of 90 degrees (Khanna, Justo – 1976). The width of road

required for parking and non-parking manoeuvre also is more with angle parking and it increases with the

parking angle up to a maximum at 90 degrees. Angle parking is more convenient for the motorists than

the parallel parking, but it produces much more obstruction through traffic, resulting in more accidents

than the parallel parking. Out of various angles used in angle parking 45 degree angle is considered the

best from all considerations as discussed above.

Parallel parking is generally preferred when the width of kerb parking space and the width of the street

are limited. But the parking and non-parking operations are more difficult because of the need for a few

forward and reverse movements before parking properly or before taking out. Parallel parking may be

with equal spacing, facing the same direction or may be two cars placed closely with open interval

between two- car units, as shown in the figure below.

Figure 3.3: Parking Patterns


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3.8.2 Types of Off Street parking facilities

On-street parking can only solve a part of the parking problem of major cities. For a satisfactory answer,

various types of off-street facilities become unavoidable. The types of off-street parking facilities

commonly considered are:

I. Surface car parks

Surface car parks, properly located and developed on a piece of vacant land or surrounding an office

complex or super market are very popular among the motorists. Great care is required in their design and

operation. The overall aesthetics of the area should receive due attention. A stall size of 2.5m x 5m is

probably adequate for Indian conditions predominated by small size cars, whereas for American

conditions 2.6m x 5.5m is recommended (Deren Han, 2009). If the surface parking is to be operated with

a fee-charging system, there should be arrangement for collecting the money. This can be done either

manually by stationing an attendant in a kiosk at the entrance.

II. Multi-storey car parks

Surface parking consume too much of the precious land in the heart of the city and are not, therefore,

always feasible. One of the alternatives when land is costly is to provide multi storey car parking. Such

facilities have become common and popular in many cities. Multi-storey car parking is generally designed

for a capacity of about 400 to 500 cars. Larger capacity tends to increase the time for exiting a car. About

five floors is also the upper limit for the same reason.

A multiplex was unveiled at Nariman Point in Mumbai on 20th October, 2004. The multiplex is having a

capacity of 1250 seats. The Complex is having 10 floors. Out of which 8 floors are used for car parking.

The car parking facility can accommodate 500 cars (TDM Seminar Proceedings – 11th May 2006,

MESN). Ahmedabad is having one multi-storey parking facility on Relief road.

III. Roof parks

A very popular method of solving the parking problems adopted in many cities is to park the vehicles on

roof tops. Access ramps or mechanical lifts provide the necessary access to the roofs. To economise,

many roofs may be linked together served by a single access ramp. An extensive system of linked car

parking at roof level, integrated with multi-storeyed parking garages is in use at Coventry, U.K (David

Han, 2007).


34

V. Underground car parks

The great advantage of underground car parking is the least intrusion they cause to the aesthetics of a

place (Donald Shoup, 1999). An excellent example is the underground parking space below Hyde Park in

London and in Connaught Place, New Delhi. Apart from this, the Crossroad shopping complex in

Mumbai is having underground car parking facility. This parking facility can be constructed in the

basement of any multi-storeyed building or below open spaces. Since the work involves large quantities

of excavation, construction of retaining walls, ventilation and lighting, such car parking tends to be very

costly.

3.5 Parking management Strategies

Parking Management includes a variety of strategies that encourage more efficient use of existing parking

facilities, improve the quality of service provided to parking facility users and improve parking facility

design. Parking Management can help address a wide range of transportation problems, and help achieve

a variety of transportation, land use development, economic, environmental objectives. The various

strategies are (Donald Shoup – 1999, TDM Encyclopaedia 2008):

Establishing a parking plan

Limit parking supply

Prioritize use

Regulate the parking facilities for

efficiency

Impose parking prices

Tax parking facilities or their use

Shared parking

More accurate parking requirements

Address spill over problems

Parking maximums

Allowing “in-lieu ”fees as an alternative

to onsite parking

Bicycle parking

Unbundle parking

Transportation Management

Association(TMA)

Developing overflow parking plans

The following table summarizes these parking management strategies, indicates their typical reduction in

parking requirements, and whether they tend to reduce vehicle traffic and therefore provide additional

benefits (such as reductions in congestion, accidents, energy consumption, pollution emissions and

consumer costs).

Strategy Description Typical

Reduction

Shared Parking Parking spaces serve multiple users and destinations. 10-30%

Parking

Regulations

Regulations favor higher-value uses such as service vehicles, deliveries,

customers, quick errands, and people with special needs.

10-30%

More Accurate

and Flexible

Adjust parking standards to more accurately reflect demand in a

particular situation.

10-30%


35

Standards

Parking

Maximums

Establish maximum parking standards. 10-30%

Remote Parking Provide off-site or urban fringe parking facilities. 10-30%

Smart Growth Encourage more compact, mixed, multi-modal development to allow

more parking sharing and use of alternative modes.

10-30%

Walking and

Cycling

Improvements

Improve walking and cycling conditions to expand the range of

destinations serviced by a parking facility.

5-15%

Increase Capacity

of Existing

Facilities

Increase parking supply by using otherwise wasted space, smaller stalls, car stackers and valet parking.

5-15%

Mobility

Management

Encourage more efficient travel patterns, including changes in mode, timing, destination and vehicle trip frequency.

10-30%

Parking Pricing Charge motorists directly and efficiently for using parking facilities. 10-30%

Improve Pricing

Methods

Use better charging techniques to make pricing more convenient and cost effective.

Varies

Financial

Incentives

Provide financial incentives to shift mode, such as cash out. 10-30%

Unbundle Parking Rent or sell parking facilities separately from building space. 10-30% Parking Tax

Reform

Change tax policies to support parking management objectives. 5-15%

Bicycle Facilities Provide bicycle storage and changing facilities. 5-15% Improve User

Information and

Marketing

Provide convenient and accurate information on parking availability and

price, using maps, signs, brochures and electronic communication.

5-15%

Improve

Enforcement

Insure that parking regulation enforcement is efficient, considerate and

fair.

Varies

Transportation

Management

Associations

Establish member-controlled organizations that provide transport and

parking management services in a particular area.

Varies

Overflow Parking

Plans

Establish plans to manage occasional peak parking demands. Varies

Address Spillover

Problems

Use management, enforcement and pricing to address spillover

problems.

Varies

Parking Facility

Design and

Operation

Improve parking facility design and operations to help solve problems

and support parking management.

Varies

Table 3.3: Parking management strategies (Donald Shoup-1999, TDM Encyclopaedia, EPCA Report 2008)

3.6 Parking Pricing Mechanism

Parking Pricing means that motorists pay directly for using parking facilities. Parking Pricing may be

implemented as a TDM strategy (to reduce vehicle traffic in an area), as a parking management strategy

(to reduce parking problems in a particular location), to recover parking facility costs, to generate revenue

for other purposes (such as a local transportation program or downtown improvement district), or for a

combination of these objectives. Below are specific Parking Pricing techniques:

Wherever possible, charge motorists directly for using parking. If parking must be subsidized, offer

comparable benefits for use of other travel modes, such as Cash Out payments (Poole, 2007).

http://www.vtpi.org/tdm/tdm8.htm


36

Use variable rates that are higher for peak locations and times. Apply performance-based parking

prices, which mean that prices are set so that about 15% of parking spaces are unoccupied during

peak periods (Barbra J., 2001).

To increase revenues, expand when and where parking is priced rather than raising rates at existing

priced facilities. This is more efficient and equitable, reduces spillover problems, and usually raises

more total revenue.

Set parking prices to equal or exceed transit fares. For example, set daily rates at least equal to two

single transit fares, and monthly rates at least equal to a monthly transit pass.

Minimize discounts for long-term parking passes. For example, set daily rates at least 6 times the

hourly rates, and monthly rates at least 20 times daily rates. Even better, eliminate unlimited-use

passes altogether (Deren Han, 2009).

Unbundled parking from housing, so apartment and condominium residents pay only for the

parking spaces they need (Location Efficient Development) (TDM Encyclopedia).

If parking must be subsidized, use targeted discounts and exemptions, rather than offering free

parking to everybody and allow motorists to lease on-street parking spaces (Solomon, 1995).

Tax parking spaces, and encourage or require that this cost be passed on to users. Reform existing

tax policies that favour free parking. For example, tax land devoted to parking at the same rate as

land used for other development.

Price on-street parking in residential neighbourhoods. Create Parking Benefit Districts, with

revenues used to benefit local communities. (Shoup, 1995).

Use TDM Marketing and other information resources to provide information on parking prices and

availability, and on alternative travel options and use revenues to fund transportation programs.

(http://www.vtpi.org )

3.9 Policy Study

Parking management when combined with appropriately priced parking, limit on parking space and

improved access through other modes of transport, it is most effective in stimulating the switch from

private cars to alternative modes of transport. There is, therefore, considerable opportunity to develop

parking policy as an instrument to decongest, shift commuter choice towards public transport, and

discourage car use.

Objectives of Parking Policy

Demand Management Revenue generation

Reducing congestion

Reducing pollution



http://www.vtpi.org/


37

Support of economic development

Support of mode shift to public transport

Factors Considered during the parking Policy (Perth Parking Policy 1998, Poole 2009)

Area

o Characteristics of the area

o Use of mode

o Land use and density

o Characteristics of retail and

employment

Implementation

o Stakeholder involvement

o Parking information

o Analysis

o Best practice

o Monitoring

Contents of Parking Policy

Figure 3.4: Parking Policy Contents


38

Chapter 4: Data Collection and Analysis (Nirav, Ambika)

4.1 Study Area Delineation & Case Selection

The study area is confined within the AMC limits that extend up to Sardar Patel ring road as shown in the

road network map below. The city has more that 21 major roads as listed in the table. Land use on these

roads includes residential, commercial, industrial and mixed land use categories. The table lists the names

and available RoW of these roads.

Sr.

No.

Road Name RoW

(Mt.)

Major Land Use

1 Narol-Naroda Road (Jashodanagar to Rabari Colony) 60 Industrial, Commercial

2 Maninagar Station Road (Kankaria to Railway

Station)

22 Commercial, Residential

3 Bhairavnath Road 23 Residential, Commercial

4 Ashram Road 40 Commercial, Institutional

5 Gandhi Road 21 Commercial, Residential

6 Astodia Road 28 Commercial, Residential

7 Mirzapur Road 20 Commercial, Residential

8 Gheekanta Road 23 Commercial

9 Relief Road 21 Commercial

10 Chandola Road 40 Industrial, Commercial

11 Rakhial Road 35 Commercial, Industrial

12 Stadium Road to Sola Village 36 Residential, Commercial

13 Satellite Road 60 Residential, Commercial

14 SG Highway (Sarkherj to Sola) Commercial, Residential

15 120‟ ring road (Usmanpura to Paldi) Commercial, Institutional

17 Gurukul Road 26 Commercial, Residential

18 Drive – In road Commercial, Residential

19 Judges Bungalow Road 35 Residential, Commercial

20 Nehrunagar to SG Highway 45 Commercial, Residential

22 CG Road 28 Commercial

23 Netaji Road (Law garden Road) 23 Commercial, Institutional

Table 4.1: Major Roads of the City


39

The table shows major land use for each street with the approximate available RoW that carries all the

traffic, parking, pedestrian and other classes. Six cases have been selected that makes 27% sample size

representing the population of listed major roads. Industrial land use has not been taken into account for

case study selection because these areas don‟t experience motorized on-street parking as seen in rest of

the cases. Streets with industrial land use experience bicycle parking more than motorized vehicle

parking. Selected cases represent the present trend of land use, socio-economic and physical design

characteristics.

Sr.

No.

Road Name RoW

(Mt.)

Length of Survey

(Mt.)

1 Maninagar Station Road (Kankaria to Railway Station) 22 1650

2 Ashram Road (Usmanpura to Delite Junction) 40 1860

3 Relief Road (Circuit House to Kalupur Railway Station) 21 1984

4 SG Highway (ISKON to Gurudwara) 2290

5 Gurukul Road (Gurukul to Subhash Chowk) 26 725

6 CG Road (Panchvati to Stadium Cross Road) 28 2100

Table 4.2: Case for Parking Survey (Primary Data – Phase-1)

The selected cases are different from each other in terms of land use, physical land space distribution,

socio-economic characteristics, RoW, parking space inventory etc. Total road length covered by the

survey is 10 Km. (approx.) that captures parking statistic representing major city streets. Maninagar

Station road has a mixed land use characteristic with moderate density of street facing structures.

Majority of the buildings on this street are up to a height of G+2 dominated by retail business. Ashram

road is the major commercial street of the city with major office space followed by commercial

establishments. The street has buildings up to a height of G+ 10 level. Gurukul road has fairly similar

characteristics as that of Maninagar with mixed use buildings (residential + commercial) and experiences

similar parking load. The street has buildings with average height up to G + 3 level with almost no

parking space for commercial/work trips. Relief road is on of the busiest commercial street of the walled

city with densely placed buildings and wholesale commercial activity. Average floor height on this street

goes up to G + 2 level with minimal residential space. Sarkhej Gandhinagar Highway is the newly added

street in AMC limits with heavy urbanization. SG Highway is a part of NH-8 that now has high-rise

residential and commercial spaces with recreational establishments including shopping malls, theatres,

part plots etc. CG Road has paid parking facility with retail and office spaces and majority of G + 4

buildings. CG Road is the only street with paid parking facility operated by a private party.

Figure 4.1: Case Study Locations

AMC Limits

(SP Ring Road)

Ashram Road

Relief Road

CG Road

Gurukul Road

SG Highway

Maninagar


40

The section calculates and presents primary data analysis for all the six selected cases in form of Parking

accumulation, Land Use analysis, Parking Space Inventory and demand forecasting. Two out of these

cases shall be further analyzed by conducting parking duration survey and questionnaire survey. A

detailed parking scheme shall be proposed for two cases based on observing the analysis results.

Currently Maninagar and Ashram Road have been selected for designing a parking scheme based on site

visit observations.

4.2 Field Surveys & Primary Data Analysis

Data collection has been divided into two parts i.e. Primary Data collection and Secondary data

collection. Primary data collection has been divided into two phase viz. Phase-1 and Phase-2. Phase-1

shall capture parking data for all the selected cases to determine statistic related to parking volumes, land

use, parking inventory and RoW characteristics. Phase-2 of the survey is designed to gather data for

modeling parking scheme for one case. This survey shall provide with additional statistic pertaining to

parking durations, trip purpose and other relevant data.

Following table explains the phasing of survey and data collection parameters.

Sr.

No.

Parameters Location Phase

1 Parking Volumes All Six Cases

(Maninagar, Ashram

Road, Relief Road, CG

Road, SG Highway,

Gurukul Road)

Phase – 1

2 Parking Turnover

3 RoW

4 Land Use Data

6 Physical Roadway usage analysis

7 Parking Duration

Maninagar, Ashram

Road Phase – 2

8 Parking Questionnaire Survey

9 Parking Space Inventory

10 Parking Accumulation

Table 4.3: Survey Parameters

Primary data collection was done in two rounds in a day for all the above mentioned locations. Total

survey duration was 14 days. Data collection parameters for the survey were decided after the literature

study and in relevance with the modeling requirements. Surveys were done to capture peak volumes and

loads at each location depending on the land use characteristics for examples at S G Highway surveys

were done on one week day and one week end to capture commercial parking volumes and recreational

parking volumes. On Relief road parking is allowed on alternate side of the road each consecutive day,


41

therefore to capture differential parking characteristics three days of survey was done for this street.

Maningar has a mixture of work and recreational trips therefore we did a week day and a week end survey

for this location. Data collection was in two parts viz. phase – 1, phase – 2 along with site photography.

Following schedule shows the survey days for each of the location.

Sr.

No.

Loca

tion

Du

rati

on

(Days)

13/0

2/0

9

19/0

2/0

9

20/0

2/0

9

21/0

2/0

9

22/0

2/0

9

23/0

2/0

9

24/0

2/0

9

25/0

2/0

9

26/0

2/0

9

27/0

2/0

9

21/0

3/0

9

03/0

4/0

9

07/0

4/0

9

28/0

4/0

9

Ashram Road 2

SG Highway 2

Maninagar 2

Relief Road 3

Gurukul 1

CG Road 1 Table 4.4: Survey Schedule

Survey Phase – 1 Survey Phase – 2

Secondary data collection was in form of Schedule of Rates, Technology and labor costs for Parking Lot

management, Building use conversion permissions from AMC etc.

4.2.1 Parking Volume Counts

Parking volumes were taken for all the sites for varying duration on varying days. To capture peak

volume, the survey was conducted in two time slots i.e. the morning and evening slot. Parking volumes

for cycles, 2-wheeler, 3-wheeler and 4-wheeler were recorded. Apart from these categories of vehicles,

pedestrian and street vendor volumes were also recorded but have not been presented here. These have

been only discussed in the later section (5.3) of the chapter.

Date Location Time Slot

Morning Evening

13/02/09 SG Highway 10:30 – 13:30 19:00 – 21:00

19/02/09 Ashram Road 11:00 – 14:00 17:30 – 19:30

20/02/09 Ashram Road 11:00 – 14:00 17:30 – 19:30

21/02/09 Maninagar 11:30 – 13:30 16:30 – 18:30

22/02/09 SG Highway -- 18:30 – 20:30

23/02/09 Maninagar 10:30 – 14:30 15:30 – 18:30

24/02/09 Relief Road 10:00 – 13:45 17:00 – 19:40

25/02/09 Relief Road 10:00 – 13:45 17:00 – 18:20

26/02/09 Relief Road 10:00 – 13:45 17:00 – 19:40

27/02/09 Gurukul Road 10:00 – 13:00 17:00 – 19:00

21/03/09 CG Road 10:15 – 13:15 17:00 – 19:00

03/04/09 Maninagar Road 10:00 – 13:30 (*)

17:30 – 20:00 (*)

07/04/09 Ashram Road 10:20 – 13:30 (*)

17:00 – 19:45 (*)

28/04/09 Maninagar Road 10:30 – 13:30 -- Table 4.5: Survey Time Slots, [(*) – Phase-2 Survey]


42

Parking volumes are used to determine the parking accumulation. The sequential analysis of each site is

given showing hourly parking accumulation. Ashram Road, one of the busiest commercial street has

been distributed into two sections that are a) Section – 1 from Usmanpura Junction to Popular House

(Length – 1083 Mt.) and b)Popular House to Delite Cross Road (Length – 777 Mt.). Following table

shows hourly parking demand for different vehicle category on Ashram road sections for 19/02/09.

Section Time Cycle 2 – Wheeler 3 – Wheeler 4 – Wheeler

Section 1 Usmanpura To

Popular House

11:00 – 12:00 126 757 20 88

12:00 – 13:00 136 749 9 76

13:00 – 14:00 128 659 8 82

17:30 – 18:30 144 731 38 91

18:30 – 19:30 108 677 42 75

Section 2

Popular Hosue to

Delite Cross

Road

11:00 – 12:00 173 304 41 44

12:00 – 13:00 181 325 23 45

13:00 – 14:00 127 219 20 46

17:30 – 18:30 110 258 35 63

18:30 – 19:30 105 251 29 53

Table 4.6: Parking Volume – Ashram Road

In the above table it could be seen that 2-wheeler parking volume are the highest within a range of 200 –

750. Following graphs show the accumulation trend in both the sections of Ashram Road for duration of

five hours that capture morning and evening peaks.


The graph shows that 2-wheeler parking is at the trough level during the afternoon hours (off-peak)

between 13:00 – 14:00 Hrs. Cycle parking doesn‟t seem to impose much load on the total length with a

volume of up to 180 cycles at maximum level parked in discrete clusters. The parking trend at section-2

of the street has similar characteristics as section-1 hence no diverse parking characteristics are seen.

Following is the parking accumulation trend in section-2 of the street.

0

100

200

300

400

500

600

700

800

11:00 - 12:0012:00 - 13:0013:00 - 14:0017:30 - 18:3018:30 - 19:30

Nu

mb

er o

f eh

icle

s

Parking Volume - Section-1 (Ashram Road)

Cycle

2 - Wheeler

3 - Wheeler

4 - Wheeler


43


Parking trend covering all the vehicles and both the sections of the street length under study is shown in

the following graph for two survey days.

Figure 4.4: Parking Accumulation – Ashram Road

Above image shows that the parking trend attains a peak of 1550 parking vehicles out of two survey days

and a minimum volume of 1056 vehicles that can be considered as baseline hourly parking demand. It is

also noticeable to see that peak for all the vehicles doesn‟t occur at the same time but the cumulative

volume gives peak demand while individual vehicle category gives parking area requirement. Ashram

Road also has off-street parking space in several establishment but a major spill over is also seen on the

arterial roads that connect to the major road.

Maninagar has also been divided into two sections for identifying differential parking demand if any

throughout the stretch. As it is generally seen that no vehicle would tend to park substantially away from

its destination (if parked on-street) location if provided with free or unregulated parking space and

therefore would occupy space haphazardly creating congestion point. Maninagar has such characteristic

and has been therefore divided into two sections that are a) Pushpakunj to AMC Building (Length – 900

Mt.) and b) AMC Building to Maninagar Railway Station (Length 750 Mt.). Analyzing Maninagar

0

50

100

150

200

250

300

350

11:00 - 12:00 12:00 - 13:00 13:00 - 14:00 17:30 - 18:30 18:30 - 19:30

Nu

mb

er o

f V

eh

icle

s

Time

Parking Volume - Section-2 (Ashram Road)

Cycle

2 - Wheeler

3 - Wheeler

4 - Wheeler

11:00 - 12:00 12:00 - 13:00 13:00 - 14:00 17:30 - 18:30 18:30 - 19:30

Parking - 19/02/04 1553 1544 1289 1470 1340

Parking - 20/02/04 1425 1551 1322 1222 1056

0

200

400

600

800

1000

1200

1400

1600

1800

Nu

mb

er o

f V

eh

icle

s

Parking Volume - Ashram Road


44

0

50

100

150

200

250

300

350

400

450

10:30 -

11:30

11:30 -

12:30

12:30 -

13:30

13:30 -

14:30

15:30 -

16:30

16:30 -

17:30

17:30 -

18:30

Nu

mb

er o

f V

eh

icle

s

Time

Parking Accumulation - section -2 (Maninagar)

parking accumulation for second day of survey that gives considerable number of observation we observe

following accumulation in two sections.

Figure 4.5: Parking Accumulation - Maninagar

Maniangar observes high volume of cycle parking owing to presence of school near AMC building that

generates heavy on-street bicycle parking in the under construction BRTS corridor. This number takes

parking demand to peak in the morning hours. If we eliminate this volume and try to see the parking

accumulation curve, it is found that that the accumulation peaks in the evening against morning hours

mainly contributed by the 2-wheeler volume. Accumulation slumps to minimum of 505 vehicles during

the afternoon hours and gradually picks up to give maximum volume of 850. High variation is seen in

parking accumulation throughout the day due to changing trip purpose rates. 2-wheeler accumulation

peaks by 21% in section-2 near railways station against morning owing to trips made for commercial

(shopping) purpose. Further detailed analysis of the case shows that varying parking demand and lack of

off-street parking space availability makes the situation more acute.

050

100150200250300350400450500

10:30 -

11:30

11:30 -

12:30

12:30 -

13:30

13:30 -

14:30

15:30 -

16:30

16:30 -

17:30

17:30 -

18:30

Nu

mb

er o

f V

eh

icle

s

Time

Parking Accumulation - Section - 1

(Maninagar)

10:30 -

11:30

11:30 -

12:30

12:30 -

13:30

13:30 -

14:30

15:30 -

16:30

16:30 -

17:30

17:30 -

18:30

Parking - 21/02/04 1489 1374 826 990

Parking - 23/02/04 1273 1428 1294 693 724 913 1001

0

200

400

600

800

1000

1200

1400

1600

Nu

mb

er o

f V

eh

icle

s

Parking Accumulation - Maninagar


45

Following table shows the accumulation counts for peak hours on 23/02/09:

Section Time Cycle 2 - Wheeler 3 - Wheeler 4 - Wheeler S

ecti

on

– 1

Pushpakunj to AMC

Building

10:30 - 11:30 440 340 12 35

11:30 - 12:30 454 304 26 50

12:30 - 13:30 416 309 18 29

13:30 - 14:30 99 199 9 26

15:30 - 16:30 90 182 20 28

16:30 - 17:30 76 244 23 41

17:30 - 18:30 75 303 16 34

Secti

on

– 2

AMC Building to

Maninagar Railway

Station

10:30 - 11:30 122 281 20 23

11:30 - 12:30 166 341 44 43

12:30 - 13:30 133 308 38 43

13:30 - 14:30 89 232 22 17

15:30 - 16:30 88 258 25 33

16:30 - 17:30 103 344 39 43

17:30 - 18:30 79 413 28 53

Table 4.7: Parking Accumulation - Maninagar

Parking accumulation at Relief Road is highly dominated by 2-wheeler parking. Following table shows

accumulation at Relief road for all the three survey days.

Date Time Cycle %

2 -

Wheeler %

3 -

Wheeler

4 -

Wheeler

24

/02/2

00

9 10:00 - 11:15 251 19.72% 846 66.46% 99 77

11:15 - 12:30 337 17.44% 1400 72.46% 101 94

12:30 - 13:45 389 15.58% 1900 76.09% 109 99

17:00 - 18:20 353 22.88% 1018 65.98% 99 73

18:20 - 19:40 250 21.40% 802 68.66% 72 44

25

/02/2

00

9 10:00 - 11:15 330 19.90% 1121 67.61% 124 83

11:15 - 12:30 392 20.80% 1296 68.75% 119 78

12:30 - 13:45 291 17.47% 1225 73.53% 100 50

17:00 - 18:20 168 17.21% 705 72.23% 59 44

18:20 - 19:40 0 0.00% 0 0.00% 0 0

26/0

2/2

009 10:00 - 11:15 317 22.45% 932 66.01% 101 62

11:15 - 12:30 337 18.15% 1355 72.97% 75 90

12:30 - 13:45 328 14.24% 1831 79.47% 87 58

17:00 - 18:20 287 20.21% 986 69.44% 70 77

18:20 - 19:40 198 20.63% 656 68.33% 59 47

Table 4.8: Parking Accumulation – Relief Road

Parking on relief road is allowed on either side on consecutive days i.e. North side parking is allowed on

Monday, Wednesday and Friday while South side parking is allowed on rest of the days. Following graph

shows parking accumulation at relief road on 24/02/09.


46

Figure 4.6: Parking volume – Relief Road (24.02.09)

It can be clearly inferred from the figure that 2-wheeler volume exceeds rest of the parking volumes by

contributing to almost 80% of the total accumulation. To this parking load other volumes like hawking

volume, loading vehicle volume occupy a considerable road space. Following graph shows volume on

Relief road on all three survey days.

Figure 4.7: Parking Volume – Relief Road (3 Days)

Volume on this street peaks during the noon hours mostly due to wholesale business trade hours of

industrial commodities. Being one of the major commercial streets of the city Relief road experiences

heavy number of commercial work trips on 2-wheelers and restricts volumes of 4-wheelers due to lack of

availability of road spaces for parking. Parking demand is fairly homogenously distributed along the

street but illegal parking is seen on the side where parking is not allowed on a specified day. Parking

volume does not provide with actual demand or turnover that occurs at a given location. Relief Road has

high parking turnover that needs to be regulated for limiting or deleting excess demand that spill on

footpaths and arterial roads.

0

200

400

600

800

1000

1200

1400

1600

1800

2000

10:00 - 11:15 11:15 - 12:30 12:30 - 13:45 17:00 - 18:20

Nu

mb

er o

f V

eh

icle

s

Time

Parking Accumulation - Relief Road

Cycle

2 - Wheeler

3 - Wheeler

4 - Wheeler

10:00 - 11:15 11:15 - 12:30 12:30 - 13:45 17:00 - 18:20 18:20 - 19:40

24/02/2009 1273 1932 2497 1543 1168

25/02/2009 1658 1885 1666 976

26/02/2009 1412 1857 2304 1420 960

0

500

1000

1500

2000

2500

3000

Axis

Tit

le

Parking Accumulation - Relief Road


47

S G Highway also generates on-street parking demand but not as high as Relief Road or Maninagar

Road. The selected stretch from ISKON Temple to Gurudwara has commercial, residential and

recreational establishments. Demand on this stretch of the highway differs during day and evening hours

with work trips during the day and recreational trips during the evening hours. The table gives hourly

parking volume on different sections of the street (three sections) on 22/02/09.

No. Section Time Cycle

2 -

Wheeler

3 -

Wheeler

4 -

Wheeler Total

1

ISKON cross road to

Balsam Group Bldg

(Cross Road after

Relaince Mall) – 590

Mt.

10:30 - 11:30 21 43 9 32 105

11:30 - 12:30 19 49 8 30 106

12:30 - 13:30 17 35 4 20 76

19:00 - 20:00 2 36 0 31 69

20:00 - 21:00 3 33 0 37 73

2 Balsam Group Bldg to

Nyay Marg – 760 Mt.

10:30 - 11:30 37 151 7 37 232

11:30 - 12:30 36 138 6 53 233

12:30 - 13:30 20 99 4 22 145

19:00 - 20:00 3 81 0 91 175

20:00 - 21:00 2 101 0 109 212

4 Nyay Marg Junction to

Gurudwara – 938 Mt.

10:30 - 11:30 18 162 16 66 262

11:30 - 12:30 14 143 17 68 242

12:30 - 13:30 12 112 9 70 203

19:00 - 20:00 11 159 7 114 291

20:00 - 21:00 9 155 4 117 285 Table 4.9: Parking Volume – S G Highway (22/02/09)

SG Highway has service lane, main highway carriage way, shoulder and parking space as major road way

components. East Side of the street has paved on-street parking facility that caters to the major existing

on-street demand against the Western side of the street. On-street parking demand is created by

establishments on the eastern side, while western side of the street creates concentrated demand.

Following graphs show the total parking volume for three sections of the street.

Figure 4.8: Parking Volume – 3 Sections (SG Highway)

0

50

100

150

200

250

300

350

10:30 -

11:30

11:30 -

12:30

12:30 -

13:30

19:00 -

20:00

20:00 -

21:00

Nu

mb

er o

f V

eh

icle

s

Time

Parking Accumulation - 3 Sections

ISKON cross road to Balsam

Group Bldg

Balsam Group Bldg to Nyay

Marg

Nyay Marg Junction to

Gurudwara


48

Figure 4.9: Parking Volume – S G Highway

Figure 4.10: Total Parking Volume – SG Highway

Accumulation peaks during the day and evening up to 600 vehicles but with different trip purpose. Major

accumulation volumes are due to 2-wheeler parking followed by 4-wheeler parking with a contribution of

almost 60% in the morning and 45% in the evening respectively. 2-wheeler parking goes down and 4-

wheeler parking goes up sharply during the evening hours due to trips attracted by shopping malls along

the highway.

Gurukul Road is a case similar to Maninagaroad but with majority of mixed use buildings and average

height up to G + 3 Level. Volume on this street is uniformly distributed along the length of the street

mostly composed of 2-wheeler parking. Surveyed length was 725 Mt. and was distributed in three

sections. Spillover on the arterials was observed at few locations and congestion was seen at crossroads

due to 3-wheeler parking, street vendor stands and pedestrian movement. Encroachment was a problem

for pedestrian movement and also led to concentrated volume of parking vehicles. Following table shows

the total volume at all the three sections of the street.

0

50

100

150

200

250

300

350

400

10:30 - 11:30 11:30 - 12:30 12:30 - 13:30 19:00 - 20:00 20:00 - 21:00

Nu

mb

er o

f V

eh

icle

s

Time

Parking Accumulation - S G Highway

Cycle

2 - Wheeler

3 - Wheeler

4 - Wheeler

599 581

424

535570

0

100

200

300

400

500

600

700

10:30 - 11:30 11:30 - 12:30 12:30 - 13:30 19:00 - 20:00 20:00 - 21:00

Nu

mb

er o

f V

eh

icle

s

Time

Parking Accumulation - S G Highway

Total


49

Sr.

No. Section Time Cycle

2 -

Wheeler

3 -

Wheeler

4 -

Wheeler

1

Gurukul Cross Road to

Surya complex cross

road

10:00 - 11:00 45 187 7 30

11:00 - 12:00 56 246 13 49

12:00 - 13:00 31 219 21 53

17:00 - 18:00 59 305 20 51

18:00 - 19:00 40 272 24 41

2

Surya Complex cross

road to tennis court

junction

10:00 - 11:00 54 187 15 28

11:00 - 12:00 74 278 26 27

12:00 - 13:00 85 191 15 21

17:00 - 18:00 68 255 16 47

18:00 - 19:00 55 212 17 32

3 Tennis court junction to

subash chowk

10:00 - 11:00 46 166 21 11

11:00 - 12:00 63 205 27 27

12:00 - 13:00 59 137 15 17

17:00 - 18:00 99 296 16 38

18:00 - 19:00 70 205 18 51 Table 4.10: Parking Volume – Gurukul road (27/02/09)

Following graph shows categorical parking volume and total parking volume on the total length.

Figure 4.11: Categorized Parking and Total Parking Volume – Gurukul Road

Above chart shows that 2-wheeler parking contributes up to 68% of the parking volume throughout the

day. This shows that majority of the parking space is occupied by 2-wheeler parking and this

540

729

547

856

689

0

100

200

300

400

500

600

700

800

900

10:00 - 11:00 11:00 - 12:00 12:00 - 13:00 17:00 - 18:00 18:00 - 19:00

Nu

mb

er o

f V

eh

icle

s

Time

Categorized Parking Accumulation - Gurukul Road

Cycle

2 - Wheeler

3 - Wheeler

4 - Wheeler

797

1091

864

1270

1037

0

200

400

600

800

1000

1200

1400

10:00 - 11:00 11:00 - 12:00 12:00 - 13:00 17:00 - 18:00 18:00 - 19:00

Nu

mb

er o

f V

eh

icle

s

Time

Total Accumulation - Gurukul Road

Total

Accumulation


50

phenomenon can be seen on ground in form of second layer of parking composed of 4-wheeler parking.

Further analysis of the condition is discussed in section 5.3.

The only functional on-street paid parking facility exists at C G Road. This road was developed by

Arvind Mills and was thereafter named as „Arvind Marg‟ in 1995. Private parties are invited by AMC to

operate the parking lot facility for tenure of 5 years. The parking facility has been developed on both sides

of the street with parking space for 2-wheeler and 4-wheelers for a total length of 2.10 Km. The street has

mixed land use composed of commercial, residential and recreational use. There are less work trips on

this street against recreational trips made during the evening hours. Majority of the commercial spaces are

the retail spaces that occupy major share in almost every building on the street. Further detail about the

paid parking facility has been discussed in chapter – 4. Following table shows parking volume on four

sections of the street.

Sr. No. Section Time Cycle

2 -

Wheeler

3 -

Wheeler

4 -

Wheeler

1 Panchvati to Lal

Bunglow Cross Road

10:15 - 11:15 19 86 7 41

11:15 - 12:15 17 111 17 53

12:15 - 13:15 15 102 11 38

17:00 - 18:00 51 86 19 43

18:00 - 19:00 37 86 27 51

2

Lal Bunglow Cross

Road to Girish

Coldrink Cross Road

10:15 - 11:15 78 138 10 74

11:15 - 12:15 81 158 13 79

12:15 - 13:15 88 138 15 77

17:00 - 18:00 60 166 15 63

18:00 - 19:00 32 155 23 69

3

Girish Coldrink Cross

Road to Swastik Cross

Road

10:15 - 11:15 53 84 12 40

11:15 - 12:15 63 108 12 37

12:15 - 13:15 60 121 20 41

17:00 - 18:00 55 141 19 49

18:00 - 19:00 55 177 23 54

4 Swastik Cross Road to

Stadium Cross Road

10:15 - 11:15 6 106 7 23

11:15 - 12:15 11 130 13 26

12:15 - 13:15 4 119 8 30

17:00 - 18:00 9 120 15 31

18:00 - 19:00 5 138 15 39 Table 4.11: Parking Volume – CG Road (21/03/09)


51

Following graphs shows the categorical parking volume/total parking volume on C G Road (21/03/09).

Figure 4.12: Categorical and Total Parking Volume – C G Road

It can be again seen here that the volume is mainly composed of 2-wheeler parking volumes contributing

up to a maximum of 56% during the evening peak hours. It is interesting to see that despite of the

existence of upper class socio-economic characteristics on the street and category of commercial activity,

4-wheeler volumes compose only 20-22% of the total volume. Spillover of parking occurs on this street

even, on the arterials and for a considerable length.

On-street parking volumes are highly dependent on the land use and socio-economic characteristics of the

street and are regulated by parameters like cruising time (time consumed to find a parking space), RoW,

congestion index etc. High reliance for mobility on 2-wheeler is seen followed by cars. Land use analysis

in next section explains the reasons for different demands in different streets.

4.2.2 Land Use Survey

Land Use survey of buildings facing the street was done to observe the relation between existing on-street

parking demand and demand generation parameters. Land use was done in form of use at different floor

levels in the building. After identifying the land use on a particular stretch we would later establish a co-

relation between the land-use and parking volumes for the street.

Following table shows the land use summary at different sections in Maninagar.

0

100

200

300

400

500

600

10:15 -

11:15

11:15 -

12:15

12:15 -

13:15

17:00 -

18:00

18:00 -

19:00

Nu

mb

er o

f V

eh

icle

s

Time

Categorical Parking Accumulation - C G Road

Cycle

2 - Wheeler

3 - Wheeler

4 - Wheeler

784

929 887942 986

0

200

400

600

800

1000

1200

10:15 -

11:15

11:15 -

12:15

12:15 -

13:15

17:00 -

18:00

18:00 -

19:00Time

Total Accumulation - C G Road

Total

Accum…


52

Section Building use No. of

Buildings

% Land

Use

Avg. No.

of Floors

Pushpakunj to Sardar

Patel Hospital

Commercial 17 61%

G + 2

Residential 4 14%

Public 5 18%

Institutional 2 7%

Mixed (Comm. + Resi.) 0 0%

Sardar Patel Hospital

to AMC Building

Commercial 4 29%

G + 3

Residential 4 29%

Public 4 29%

Institutional 1 7%


AMC Building to

Maninagar Cross

Road

Commercial 19 66%

G + 3

Residential 5 17%

Public 1 3%

Institutional 0 0%


Maninagar Cross

Road to Railway

Station

Commercial 14 88%

G + 5

Residential 0 0%

Public 0 0%

Institutional 0 0%

Mixed (Comm. + Resi.) 2 13% Table 4.12: Maninagar Road - Land Use

Above table shows that major land use comprises of commercial use in all the sections of the Maninagar

Road. It varies from 29% to 88% showing that major parking demand is created in section from

Maninagar Cross Road to Railway Station due to the retail business dominance in this section. Residential

land use also covers substantial land space but creates feeble on-street parking volume. It is therefore

inferred that parking concentration is high as compared to other sections of the street and dominated by

retail commercial business along the total length. With introduction of BRT Corridor it would be

interesting to see the impact on parking demand and land use on this street. BRT design has provision for

on-street parking space but the supply is less than the existing demand and existing on-street area

available for parking. This is expected to promote and make use of existing off-street parking spaces to

their maximum capacity. Socio-economic characteristics of the street includes major segment of middle

income group that occupy space and make trips to this street.


53

Ashram Road as seen in the following table is again a pure commercial street with few public,

institutional and residential spaces.


Buildings

% Land

Use

Avg. No.

of Floors

Usmanpura to Popular

House

Commercial 34 68%

G + 3

Residential 2 4%

Public 9 18%

Institutional 5 10%


Popular House to

Delite Cross Road

Commercial 14 61%

G + 4

Residential 3 13%

Public 3 13%

Institutional 3 13%

Mixed (Comm. + Resi.) 0 0% Table 4.13: Ashram Road – Land Use

Almost all the commercial establishments on this street have off-street parking facility that service major

portion of the existing demand. Commercial spaces occupy up to 70% of the establishments facing the

street. Buildings beyond the street also majorly comprise of commercial use and create parking volume

on the arterials. Ashram Road has existing on-street parking facility for which the users are currently not

being charged. Parking on the carriage way is banned and traffic department enforcement works

efficiently to regulate the number of parking infractions.


Buildings

% Land

Use

Avg. No.

of Floors

Gurukul Road

Commercial 17 34%

G + 3

Residential 13 26%

Public 0 0%

Institutional 0 0%

Mixed (Comm. + Resi.) 20 40% Table 4.14: Gurukul Road - Land Use

This street is highly dominated by mixed land use buildings facing the street with 40% share. The parking

occupies major road width because of unavailability of off-street parking space for commercial trips.

Almost all the existing off-street spaces are reserved for the residential floors in a mixed land use

building. This street was widened by the municipal corporation in 2003 by clearing all the encroachments

on the street to provide space for traffic movement but the situation has not yet improved to expected

level due to haphazard parking and multi layer parking.


54

Following table shows land use summary at C G Road


Buildings

% Land

Use

Avg. No.

of Floors

Panchvati to Lal

Bungalow

Commercial 56 86%

G + 4

Residential 8 12%

Public 0 0%

Institutional 1 2%


Lal Bungalow to

Stadium Cross Road

Commercial 28 76%

G + 4

Residential 7 19%

Public 2 5%

Institutional 0 0%

Mixed (Comm. + Resi.) 0 0% Table 4.15: C G Road – Land Use

C G Road is also a commercial street with retail business dominance that caters to the mostly the upper

middle and high income group of the city. As against Ashram Road that contains office spaces more than

retail spaces, C G Road has major floor space occupied by retail business followed by office and

residential space. As mentioned earlier the street has paid on-street parking facility and functions well to

cater to the existing demand but face other operational issues that shall be discussed later. With almost up

to 80% commercial space the street has high income group demographics. Following Table shows land

use summary at S G Highway


Buildings

% Land

Use

Avg. No.

of Floors

Gurudwara to Nyay

Marg

Commercial 24 63%

G + 3

Residential 4 11%

Public 3 8%

Vacant Land 5 13%


Nyay Marg to

ISKCON Temple

Commercial 21 64%

G + 2

Residential 6 18%

Public 0 0%

Vacant Land 6 18%

Mixed (Comm. + Resi.) 0 0% Table 4.16: S G highway – Land Use

S G Highway has free on-street parking facility provided by the corporation on eastern side of the street

from ISKCON temple to Gurudwara stretch. Major land use is commercial with 64% and buildings with

wide lengths facing the road. This facility is provided on the service lane and caters mostly to the trips

with destination on eastern side of the street. Western side of the street is relatively less developed and

generates parking demand at few locations in concentrated volumes and almost all the demand is

generated by buildings on eastern side of the highway owing to feeble develop on the western side.


55

4.2.3 Parking Space Inventory

Parking space inventory captures the actual physical characteristics of the parking space. This survey is

the first survey required to start physical design or parking load calculation etc. After delineation of

survey area the survey tires to calculate the parking space inventory in form of actual parking space

available, parking patterns, street furniture etc. Following list shows the items that need to be observed

during the survey.

i. Number of parking space currently available based on the pattern of parking

ii. Location of bus stops, pedestrian crossing, signals, parking restriction signage and other street

furniture

iii. Right of way available

iv. Encroachments and temporary structure

v. Special features like the BRT corridor etc.

vi. Characteristic of street in form of median divided street, effective usable road width etc.

Based on the above survey characteristic following table gives the road space inventory summary for all

the cases under study.

Location RoW

(Mt.)

Effective

RoW

(Mt.)

Parking

Area

(Sqm.)

Bus

Stops

(Nos.)

Street

Furniture

(Nos.)

Maninagar 21 11.5 4373 10 42

Ashram Road 35 14 4836 9 97

Relief Road (Single Side) 19 10.5 3472 11 73

Gurukul Road 27 13 2356 3 23

C G road 26 13 4725 13 83

S G Highway (Service Lane) 80 -- 6870 0 19 Table 4.17: Parking Space Inventory – All Cases

Parking area available (supply) is assumed after deducting the inventory widths, building entrance widths

etc. Parking is assumed to have 2-wheelers parked perpendicular to the kerb and 4-wheelers parked

parallel to the street in single level only. As shown in the above table parking space inventory lists the

number of bus stops and total street furniture that includes traffic signage, route signs, pedestrian crossing

signs, informatory signs, advertising boards, lamp posts etc. On average only half the road width is

available for traffic movement while rest of the width is consumed by pedestrians, parking, shoulder,

hawking and vending spaces ect. SG Highway has service lane that faces congestion problem and reduced

effective width due to unpaved surface. The highway lane doesn‟t experience parking on weekdays but

faces localized / concentrated parking volumes on weekends at clubs, restaurants and multiplex area.


56

Existing parking space available has been calculated by deducting road length occupied by bus stops,

street furniture, building entrances and junction widths and adding area that experiences two level parking

(parking done in two levels perpendicular to the street).

Maninagar currently has no on-street parking facility that results in haphazard and random parking pattern

causing congestion points and bottle necks on several places on the street. Most of the commercial

buildings that provide off-street parking facility have poorly designed parking spaces that are inefficient

in handling the parking demand generated by the building resulting in haphazard off-street parking. With

introduction of the BRT corridor the effective and total available carriageway width has reduced and so

has the parking space supply. Similar to S G Highway, Maninagar has high parking demand on weekends

due to high number of recreational trips. The new BRTS design provides 3160 m2. of area for parking that

can be expected to control the parking demand volumes.

Ashram Road that has an existing on-street parking facility is not being used efficiently because of

reduced supply due to encroachments, pedestrian movement interference, random parking patterns etc.

Service lane provided for parking is used as pedestrian space and pedestrian space has street furniture that

makes pedestrian movement difficult. Parking space and pedestrian space at several places is encroached

by street vendor huts that create shabby landscape and need to be provided with dedicated hawking

spaces.

Gurukul road has similar characteristics as that of Maninagar in terms of parking practices. Two level of

parking is commonly seen here with first level having 2-wheeler parking and second level having 4-

wheeler parking and street vendors. Pedestrian movement is non-continuous with pedestrian space either

being encroached or is poorly built and/or unavailable. The street has no major street furniture or bus

stops and has relatively continuous parking space.

Relief Road allows parking on single side in a day but illegally parked vehicles do exist on the street due

to low frequency of enforcement patrol. The enforcement crew does not have enough fleet to check all the

infringements. There exists fairly continuous pedestrian space and parking space even but faces problems

at goods loading and unloading sites, street vendors on the carriageway and footpath. This street is a part

of the walled city and has no off-street parking facility in almost all the buildings. Street furniture

includes bus stops and traffic signage.

C G Road on-street parking facility provides billboard space on the raised platforms at both the ends of

the parking lots. Parking facility has easy entry and exit points to reduce congestion and queuing of

vehicle on the service lane but faces similar problem of service lane usage as pedestrian space as seen on


57

Ashram Road. S G Highway currently faces nearly no mobility problems except on weekends where high

traffic volumes reduce the efficiency of service lane.

4.2.4 Parking Duration

After observing the parking volume analysis and land use analysis, Maninagar can be selected for

designing parking scheme and parking management plan. Parking durations were calculated for

Maninagar and Ashram Road in two slots to identify relation between parking duration and trip purpose.

License Plate method of survey was used to calculate parking durations for the selected locations. This

method of survey yields most accurate and realistic data but needs accuracy and speed in collection.

Simple random sampling method was used to select vehicles from a parking lot to be listed for the survey.

The survey was conducted one day each for both the cases in morning and evening hours. Duration

counts were taken in 4 ranges of <30 min., 30 min. – 1 Hr., 1 Hr. to 3 Hrs. and 3Hrs. First class is termed

as short term parking, next two classes can be termed as medium term parking and last class can be

termed as long term parking. At Maninagar six parking lots were considered for the study and the

recording was done by cruising on a 2-wheeler. Following table presents the observations in morning

phase.

Time Location

Type

of

Vehicl

e

Parking Duration

Total

Vehicles < 30

min.

30 Min. –

1 Hr.

1 Hr. – 3

Hr.

> 3 Hrs.

Morn

ing

Maninagar Railway Station

to Maninagar Cross Road

2w 15 8 6 3 34

4w 2 3 1 0 6

Maninagar Cross Road to

AMC Building

2w 29 9 5 2 45

4w 7 4 1 0 12

AMC Building to

Pushpakunj

2w 37 19 6 0 62

4w 9 4 0 0 13

Ev

enin

g

Maninagar Railway Station

to Maninagar Cross Road

2w 11 9 0 1 21

4w 3 1 0 0 4

Maninagar Cross Road to

AMC Building

2w 18 11 4 0 33

4w 6 1 0 0 7

AMC Building to

Pushpakunj

2w 25 12 1 1 39

4w 7 1 1 0 9 Table 4.18: Categorized Parking Duration - Maninagar

Total vehicles surveyed in the morning phase were 172 (79 2-wheelers and 31 4-wheelers) and 113 in

evening (93 2-wheelers and 20 4-wheelers). Following table shows the morning and evening parking

duration for the entire length.


58

Time Parking

Duration 2w %age 4w %age

Morning

< 30 Min. 81 58.27% 18 58.06%

30 Min. – 1 Hr. 36 25.90% 11 35.48%

1 Hr. – 3 Hrs. 17 12.23% 2 6.45%

>3 Hrs. 5 3.60% 0 0.00%

Evening

< 30 Min. 54 58.06% 16 80.00%

30 Min. – 1 Hr. 32 34.41% 3 15.00%

1 Hr. – 3 Hrs. 5 5.38% 1 5.00%

>3 Hrs. 2 2.15% 0 0.00%

Table 4.19: Categorized Parking Duration – Maninagar (Percentage)

Above table shows that more than half, i.e. almost 60% of the 2-wheelers and 80% of the 4-wheelers are

short term parking vehicles. Almost no vehicle is a long term parking vehicle on the entire stretch under

study. Average of morning and evening percentage could be considered to calculate duration for total

volumes. Parking duration for 2-wheelers is almost same in both the time slots. Volume of 4-wheelers is

low as compared to 2-wheelers and almost same in morning and evening hours for short term parking.

We can therefore say that 58% of 2-wheelers and almost 70% of 4-wheelers are short term parking

volumes while rest are medium term and almost no vehicle is long term parking vehicle.

Ashram Road is the second case under study that covered 193 vehicles (153 2-wheelers and 40 4-

wheelers) in the morning and 123 vehicles (94 2-wheelers and 29 4-wheelers) in the evening. Following

table gives volumes for different class of duration in morning and evening hours.

Time Location Type of

Vehicle

Parking Duration Total

Vehicles < 30

min.

30 Min.

– 1 Hr.

1 Hr. –

3 Hr.

> 3 Hrs.

Morn

in

g

Usmanpura To

Popular House

2w 61 16 3 3 82

4w 11 5 4 4 24

Popular Hosue to

Delite Cross Road

2w 47 15 7 2 71

4w 10 4 1 1 16

Even

ing

Usmanpura To

Popular House

2w 42 7 1 1 51

4w 12 5 1 0 18

Popular Hosue to

Delite Cross Road

2w 29 11 3 0 43

4w 9 2 0 0 11 Table 4.20: Categorized Parking Duration – Ashram Road


59

Time Parking

Duration

2w %age 4w %age

Morning

< 30 Min. 108 70.13% 21 52.50%

30 Min. – 1 Hr. 31 20.13% 9 22.50%

1 Hr. – 3 Hrs. 10 6.49% 5 12.50%

>3 Hrs. 5 3.25% 5 12.50%

Evening

< 30 Min. 71 75.53% 21 72.41%

30 Min. – 1 Hr. 18 19.15% 7 24.14%

1 Hr. – 3 Hrs. 4 4.26% 1 3.45%

>3 Hrs. 1 1.06% 0 0.00%

Table 4.21: Categorized Parking – Ashram Road (Percentage)

As seen in Maninagar, Ashram Road too has majority share of short term parking vehicles in both the

categories. It can thus be inferred that almost 75% of 2-wheelers and 60% 4-wheelers are short term

parking vehicles throughout the day on length under study. Morning hours on Ashram Road has small

volume of 4-wheeler parking vehicles near Times of India building that contribute to compose 12% of

long term parking share. Reason to state this is that Ashram Road has majority of office space that attracts

employee trips rather than visitor trips and uses off-street parking space. Contrary to this Maninagar has

majority of visitor trips to retail business.

4.2.5 Parking Interview

Questionnaire based survey was done to gather information pertaining to trip purpose and approximate

distance of parking from destination location. Total of 62 2-wheelers and 23 4-wheelers were interviewed

to gather this data. Following table shows the observation summary.

Location

Trip Purpose 2-Wheeler 4-

Wheeler

No. of

Trips

No. of

Trips

Maninagar

Road

Retail 36 9

Office 15 11

Personal 4 0

Work (institution) 1 2

Educational 6 1

Total 62 23 Table 4.22: Trip Purpose - Maninagar

The table shows that almost 60% of the trips made by 2-wheelers are retail trips and 50% o the trips made

by 4-wheelers are office work related trips. Average distance for 2-wheeler from parking location to the

destination is 55 m (approx.) and for 4-wheeler it is 40 m (approx.) in alignment with road. A vehicle thus

in Maninagar needs not cruise for parking space in normal days. The situation gets slightly different on

weekends but doesn‟t change significantly in terms of proximity of parking lot to destination location and


60

trip purpose either. Though the survey is smaller in size but has been able to reveal significantly

important findings in form of trip purpose and parking space to destination proximity. Questionnaires

were filled by people through random selection depending on visual observation of parking lot size and

volume of vehicles in that lot. The survey was conducted only for Maninagar.

4.3 Observation Summary

After conducting primary survey, site visits etc. the study has been able to gather qualitative data along

with quantitative data. This is formulated in terms of observations and presented in following sub topics.

This summary also presents the demand and supply analysis of parking space for each case and provides

with a base to formulate demand equation for parking modeling at Maninagar. Some assumptions done to

calculate parking area demand are as follows:

i. Parking area requirement for 4-wheeler is 5 x 2.5 mt. (excluding maneuvering space)

ii. Parking area requirement for 2-wheeler is 0.8 x 2 mt. (excluding maneuvering space)

iii. ECS conversion factor – Bicycle = 0.10, 2-wheeler = 0.2, 3-wheeler = 0.5, 4-wheeler = 1

(ECS is the space equivalent occupied by a car)

4.3.1 Maninagar Analysis

The total length has different parking demand characteristics in all the four sections from Maninagar

Railway Station to Pushpakunj. Land Use characteristics shows that Maninagar Railway Station to

Maninagar cross road has almost 88% commercial land use. Major number of buildings don‟t have off-

street parking space for visitors that come for commercial purpose and generally park their vehicle in

random positions ranging from parallel, perpendicular to inclined patterns. There exists no dedicated on-

street parking space and the existing road geometry doesn‟t clearly delineate pedestrian and vehicle space.

Highest congestion on this street can be seen in section-1 (Maninagar Station to Maninagar Cross Road)

during evening peak hours. Total length of the road is 1650 mt. and parking space available is 4373 sq.mt.

This parking space has been calculated based on following assumptions.

i. 2-wheeler parking is done perpendicular to the street and 4-wheeler parking is done parallel to

the street.

ii. Parking is not allowed in front of building entrances, on junctions, in fornt of bus stops and

petrol pumps and buildings of importance.

iii. Parking is done at an offset from the junction and can occupy any space other than that

mentioned above on the edge of the kerb.


61

This parking area can be considered as existing supply and used for preliminary calculations since there

exists no official parking or no-parking space on this street. On observing the type of buildings and off-

street parking space provided by them it can be inferred that majority of the buildings on this street either

don‟t have a parking space for commercial visitors or have poor design of parking space that cannot be

practically used for parking. There are almost 66 buildings on this road out of which nearly 65% either

don‟t have a parking space or have poorly designed space that can‟t be accessed. Most of the commercial

space here is occupied by retail business that is owned by middle income group and has visitors from the

same group attracting major portion of 2-wheeler trips. Morning and evening hours experience street

vendor traffic also occupying kerb side space. Since the road is not completely paved paring is done at an

offset from the kerb that reduces the effective usable road width after adding the pedestrian occupied

space on the road pavement.

BRTS corridor is the new development on the street as a part of the Ahmedabad BRTS Project that

reduces the road width available for mixed traffic. The available RoW in this system shall contain

pedestrian space, parking lots, mixed traffic lanes and BRT corridor. It can be expected that the

completely paved surface up to the kerb shall help in optimal use of road by parking vehicles. Maninagar

has been selected for designing a detailed parking management program and it would be interesting to see

the impact of BRT corridor on parking behavior on this stretch. We shall further try to understand and

calculate the demand management mechanism that could be employed to improve the existing parking

scenario on this road. Over a period of time Maninagar Road land use has drastically changed from

residential to commercial land use. Majority of the buildings facing the street were residences that have

now been converted to commercial buildings and are attracting traffic volumes that create congestion and

parking problems. Space for pedestrian movement is minimal and pedestrians have to cruise along the

road between the parked vehicles or have to walk on the carriageway by obstructing traffic movement.

Situation at Maninagar Crossroads is bad due to presence of commercial establishments that create

parking along the turning curve of the junction. On this junction there exists a bank, a G + 3 commercial

building and an electric transformer, and street vendors that attract parking but provide no space adding to

congestion on the junction. This street has many eateries that attract parking volumes in the evening hours

but have no parking space and thus create bottlenecks at several locations. Currently the BRT lane which

is under construction is being used as a parking space by cycles that come to a school opposite to

Maninagar fire station and by 2-wheelers near the Railway Station. Pushpakunj attracts several 2-wheeler

trips in early morning hours that visit the newly developed „Kankaria Lake‟. Following images show the

Maninagar road and road network map with following items.

vii. Congestion Locations

viii. Buildings of Importance


62

ix. Heavy traffic volume locations

x. Arterial Roads with Parking (Parking on arterials)

xi. Parking locations on BRT Corridor

Deamand supply analysis for Maninagar Road follows the map and show section wise and cumulative

parking demand and supply comparisons, demand projections etc.

Figure 4.13: Maninagar Road – Mapped Observations


63

Peak hour demand for Maninagar Road is shown in following table. Total area required during peak hour

(1130 – 1230) is 3049 m2 i.e. 70% of the available area. Sect.1-Pushpakunj to AMC, Sect.2-AMC to

Railway Station. 2-wheeler demand in three sections from Railway station is 36%, 17% and 47%

respectively.

Section Cycle

(ECS)

%

ECS

Area

(m2)

2w %

ECS

Area

(m2)

3w

(ECS)

%

ECS

Area

(m2)

4w %

ECS

Area

(m2)

1 45.4 14% 340.5 60.8 19% 486.4 13 4% 144.82 50 16% 625

2 16.6 5% 124.5 68.2 21% 545.6 22 7% 245.08 43 13% 537.5

Total 62 19% 465 129 40% 1032 35 11% 389.9 93 29% 1162.5

Table 4.23: Peak Hour Demand – Maninagar

Section Vehicle

Type

Total ECS Peak Demand

Area (m2)

% of Total

Supply

Maninagar

Railway Station to

AMC Building

Cycle 78 124.5 3%

2w 435.4 660.8 15%

3w 108 245.08 6%

4w 255 662.5 15%

AMC Building to

Puhspakunj

Cycle 165 340.5 8%

2w 376.2 544.0 12%

3w 62 144.82 3%

4w 243 625.0 14%

Total 1722.6 3347.2 77% Table 4.24: Parking Area Demand – Maninagar

Section Time Total

ECS

Total

Area Req.

% of

supply

Maninagar

(Total Length) 10:30 - 11:30 254.4 2318.3 53.0%

11:30 - 12:30 319.0 3049.4 69.7%

12:30 - 13:30 278.3 2610.9 59.7%

13:30 - 14:30 163.5 1540.8 35.2%

15:30 - 16:30 189.3 1850.7 42.3%

16:30 - 17:30 250.5 2470.4 56.5%

17:30 - 18:30 267.6 2593.7 59.3%

Average 246.1 2347.7 53.7% Table 4.25: Demand Percentage of Supply

Parking area demand for on street parking is calculated by straightaway considering the stall size for all

the vehicle categories.

Cycles – 0.5 x 1.5 m = 0.75 sq.mt 2-wheeler – 0.8 x 2 m = 1.6 sq.mt.

3-wheeler – 1.9 X 2.925 = 5.575 sq.mt. 4-wheeler – 2.5 x 5 m = 12.5sq.mt.

As shown in the above tables it can be seen that the maximum parking demand is 70% for the entire street

in the morning hours. This cannot though be considered for individual sections of the street that attracts


64

different parking needs. We therefore need to see the demand pattern in high volume section i.e. from

Railway Station to Maninagar Crossroad in the following table. Area available for parking is 914 sq.mt.

Section Time

Total

ECS

Area Req.

(sq.mt.)

% of available

supply

Maninagar

Char Rasta to

Railway

Station

10:30 - 11:30 59.9 547 60%

11:30 - 12:30 88.9 874.95 96%

12:30 - 13:30 86.4 880.9 96%

13:30 - 14:30 52.1 502 55%

15:30 - 16:30 77.8 794.3 87%

16:30 - 17:30 98.8 1001.3 110%

17:30 - 18:30 101.8 1006.65 110% Table 4.26: High Volume section Demand – Maninagar

The table shows that average demand as % of supply is 88% throughout the day while peak demand is

110%. This excess demand percentage is a result of area that has been calculated under ideal parking

conditions (according to 5.2.3). The parking space thus needs to be allocated throughout the road in a

strategic manner that is able to cater to peak demand level in each section of the street.

4.3.2 Ashram Road Analysis

Ashram Road is a mixed office and retail corridor with almost 64% commercial buildings, Public and

institutional up to 25% and 8% residential buildings. RoW is 40 mt. and the street has been redesigned

with on-street parking space throughout the section under study. Parking demand near few buildings is

high with rest of the volumes almost homogenously distributed between the stretches from „Delite

Crossroad‟ to „Gandhi Bridge junction‟. Demand volumes are low from Gandhi Bridge to Usmanpura

junction owing to less number of prominent commercial establishments. Parking on the carriage way is

banned and enforcement operation being done could be seen almost daily at a frequency of 3 – 4 rounds

of patrol crane per day. The existing redesign has parking provision for only 2 and 4 wheelers and has no

dedicated space for cycle and 3-wheelers. RoW design includes (from the property line) Parking space,

service land, foot path (raised from road level – 150 mm approx.), main carriage way (2 lane). Parking on

the arterials is also seen composed of perpendicular 2-wheeler and parallel 4-wheeler parking. Parking is

currently provided as free facility and is not utilized to its fullest capacity. Almost all the arterials that

connect to the main street experience on-street parking and at several locations create congestion. A

Street parallel to the Ashram Road from Gandhi Bridge junction on the eastern side experiences heavy

long term 4-wheeler parking due to major commercial establishments. Car parking was seen at several

places on the main carriageway which were short term parking vehicles but a reason for congestion

during evening hours. Pedestrian space was partly inefficient due to presence of street furniture (benches,

Parking signage, trash bins) at several locations making pedestrian movement discontinuous. Walk ways

on the edge of the RoW were less than 1.5 mt. and occupied by street hawkers. Most of the buildings


65

similar to Maninagar had off-street parking that was poorly designed and unable to cater to the demand

generated creating localized high volumes. Auto rickshaws were parked in few clusters on the carriage

way parallel to the kerb near major buildings that includes Reserve Bank of India, City Gold multiplex,

Sales Tax office, Popular House etc. Images of Ashram road that locate the congestion points and other

important features are followed by the Demand Supply analysis.

Section Cycle

(ECS)

%

ECS

Area

(m2)

2w

(ECS)

%

ECS

Area

(m2)

3w

(ECS)

%

ECS

Area

(m2)

4w

(ECS)

%

ECS

Area

(m2)

1 14.4 3% 108 146.2 33% 1169.6 19 4% 211.66 91 20% 1137.5

2 11 2% 82.5 82.5 19% 412.8 17.5 4% 194.95 63 14% 787.5

Total 25.4 6% 190.5 228.7 51% 1582.4 36.5 8% 406.61 154 35% 1925

Table 4.27: Peak HourVolume – Ashram Road

Section Vehicle

Type


Area (m2)

% of Total

Supply

Usmanpura to

Popular House

Cycle 64.2 108 2.2%

2w 714.6 1211.2 25.0%

3w 58.5 233.94 4.8%

4w 412 1137.5 23.5%

Popular House to

Delite Cross Road

Cycle 69.6 135.75 2.8%

2w 271.4 520 10.8%

3w 74 228.37 4.7%

4w 251 787.7 16.3%

Total 1915.3 4362.46 90.2% Table 4.28: Parking Area Demand – Ashram Road

Section Time Total

ECS

Area Req

(sq.mt)

% of

Supply

Ashram

Road

(Usmanpura

to Delite

Junction

11:00 – 12:00 404.6 3911.62 81%

12:00 – 13:00 383.5 3646.89 75%

13:00 – 14:00 343.1 3352.01 69%

17:30 – 18:30 413.7 4104.51 85%

18:30 – 19:30 370.4 3640.02 75%

Average 383.06 3731.01 77% Table 4.29: Parking Supply Percentage

Figure 4.14: Mapped Images – Ashram Road


66

Total available parking area on Ashram Road is 4836 sq.mt. in the length of road under study including

the parking lot and the kerb side where parking lot is absent. Average parking requirement on Ashram

Road is 77% of the available parking space. If the enforcement actions are made more regular and

stringent, the capacity utilization could be increased and congestion on arterials could be minimized by

making these vehicles park in this parking facility. As shown in the above maps 10 arterials connect to the

main street and on-street parking is observed almost on each of it mostly composed of 4-wheelers. There

are few abandoned buildings and open plots that could be used to develop parking facility and provide

better pedestrian space on-street. As a recommendation the parking on these arterials must be prohibited

on any one side of the street and strict enforcement measures must be put in practice to check the

implementation. Measures can include, a) Patrol by traffic police on bikes, b) Putting up no-parking

signage and information of penalty against infringement. Measures must be taken to promote utilization

of off-street parking through parking pricing, enforcement rules and implementation, limiting on-street

supply etc.

4.3.3 Relief Road Analysis

Relief Road has an average right-of-way of 20 m, with heavy through traffic load from Kalupur Railway

Station end to Circuit House end. Heavy through traffic is experienced almost throughout the day except

night hours when the retail business closes for the day. Parking volumes vary through the day with high

parking volumes in morning with 1056 ECS‟s and afternoon hours with 1376 ECS‟s. Parking on this

street is allowed on Northern side on Saturday, Sunday, Tuesday and Thursday while rest of the days

parking is allowed on Southern side. There exists no parking facility in form of parking bays but

information signs help the parking vehicle to use the kerb side road space. The street is retail cum

wholesale industrial products hub with street side hawking activities. On-street parking and pedestrian

movement reduces the effective carriageway by 8-9 meters. Almost all the vehicles are parked in single

level and the total volume is quiet uniformly distributed through the entire length. There are several

loading and unloading points on the street where goods are brought and sent out that create temporary

congestion points on either side of the street. Despite of enforcement, illegal parking is seen on the side of

the street where parking for a given day is prohibited. For enforcement works the traffic police has out-

sourced towing operation to private operator that tows 2-wheelers and clamps 4-wheelers. Towed 2-

wheelers are taken to impoundment area near Roopalee theatre 400 mt. away from the street. There are

two towing trucks that work for this street but only one of them is operational for most of the days. The

private contractor is paid on per day mileage basis and a crew of 6 men is employed on one truck. The

truck has capacity of towing 6 2-wheelers at a time and therefore is able to do little against a large volume

of illegally parked vehicles. The towing operation is done at a frequency of 6-7 rounds per day. It has

been reported that the truck attendants generally accept a bribe of 50 Rs. for lowering a 2-wheeler rather


67

than taking it to impoundment area. The official fee for having a vehicle released from the towing centre

is Rs 100 for two-wheelers and Rs 200 for cars. There were nearly 120 hawkers on the study length with

35-37 freight loading and unloading points throughout the road stretch.

MAKRAND PARKING LOTS CHARGES

Cars – 8 Rs. / Hrs

2-wheelers – 4 Rs./Hrs

Cycles – 50 Paisa/ Hrs

After 5 hours charges increase by 2 Rs. /

hrs

Sec. Location Area m2 Total

fees /

year

Fee

/m2/

year

Type of vehicle Fee for

first hour

(Rs.)

Fee after

5 hours

(Rs.)

1 Makrand Desai

parking ,near Relief Theatre, Relief Road

G - 1288.87,

1st - 1288.87,

2nd

- 645.31

6,13,104 190.32 Car 8 4

Two wheeler 4 2

2 Kabutarkhana,Under the kalupur bridge

wing

1,435.44

6,94,966 484.14 Heavy vehicles 15 10

Cars/jeeps 8 4

Two wheelers 4 2 Cycles 1 0.5

3 Nr. Prem darwaja,Nr.

Pay & Use toilet

block.

500 2,98,521 597.04 Car / jeep 5 2

Two wheelers 2 1

Cycles 1 0.5

4 Opp. Ratan pole,Nr.

Manek chawk.

285.46

1,77,686 622.45 Two wheelers 2 1

Cycles 1 0.5 Table 4.30: Paid Parking Lots in Walled City

As mentioned in the above table there is a multi storey parking lot towards the western end of Relief Rd

with a highly affordable fee structure. There is little other off-street parking in basement at Regal Cinema

theatre and few newly developed commercial buildings. Utility level of this off-street parking lot is less

than 50% as reported by the management. The parking lot is named „Makrand Parking Lot‟ and offers

following fare structure. There are few other paid parking lots in and around the walled city that provide

parking space at affordable fees structure as mentioned. Following tables show parking demand and

supply for relief road. Peak demand is seen on Relief road on 24th Feb out of all survey days from 12:30

to 13:45.

Section Cycle

(ECS)

%

ECS

Area

(m2)

2w %

ECS

Area

(m2)

3w

(ECS)

%

ECS

Area

(m2)

4w %

ECS

Area

(m2)

Relief Road

39 7% 291.75 380 66% 3040 54.5 10% 607.13 99 17% 1237.5

Table 4.31: Peak Hour Demand – Relief Road

Section Vehicle

Type


Area (m2)

% of Total

Supply

Relief Road

(24/02)

Cycle 158 294 8.5%

2w 1193 3040 87.6%

3w 240 690.68 19.9%

4w 387 1237.5 35.6%

Total 1978 5262.18 151.6% Table 4.32: Parking Area Demand – Relief Road


68

Section Time Total

ECS

Area Req

(sq.mt)

% of

Supply

Relief Road

(Average of

3 days)

11:00 – 12:00 351.2 3297 95%

12:00 – 13:00 442.1 4066 117%

13:00 – 14:00 482.3 4307 124%

17:30 – 18:30 310.2 2878 83%

18:30 – 19:30 246.5 2268 65%


The total area available for parking officially is 3472 m2 for which an average daily demand as percentage

of supply is 97%. Peak demand day exceeds the available supply by 50% i.e. parking on the illegal side is

also counted in this demand. Major demand of space is created by cycle and 2-wheeler parking of an area

141 and 804 m2 respectively. Satellite images of the road are difficult to be shown since this street falls in

walled city and cannot be analyzed in plan view.

4.3.4 C G Road Analysis

In 1993 Arvind mills developed a proposal of Road Redesign on CG Road which included Paid on-street

Parking Facility. The redesigned section of the street extends from Panchvati Cross Road to Stadium

Cross Roads. Arvind Mills became the concessionaire for the parking and advertisement while AMC was

the facilitator for clearances. Arvind mills had the sole rights to collect parking fess and recover

advertisement revenue. Few years later the total control was taken over by the municipality and the

parking fees collection and advertisement rights were contracted to other private parties. Contract period

for both the contracts is five years and fresh bidding is done at the end of each session. AMC invited bids

for parking at an annual contract amount of Rs. 6.5 lakhs for first tenure, Rs. 12.5 lakhs for the second

tenure and Rs. 22 lakhs for the third tenure. This (2009) is the last year of the third tenure. Advertising

rights are currently with Sambhaav group and the parking contract with Associated Enterprise Pv. Ltd., a

Delhi based company.

Physical characteristics of the RoW (from property line) include foot path, service lane, parking lot, main

carriage way and median. There are 42 attendants who collect the fees for parking lot facility which is

collected manually, a parking receipt is issued at the time of parking and fee is collected at the time of

exit. Attendants deposit their daily collection to the manager in-charge along with the receipt book. Half

value of the contract amount i.e rs.22 Lakhs, is supposed to be deposited with AMC by the end of first

half of the year. AMC provides with the fees schedule and the operator is supposed to collect the fees and

report infringements to the traffic police.


69

Fee schedule (Time – 7 am to 11 pm)

Vehicle

Type

1 hr. 2 hr. 4 hr. 6 hr. 8 hr. Above 8 hrs.

2 wheeler 1 2 4 6 8 12

3 & 4

wheelers

2 5 10 15 20 30

Table 4.34: C G Road – Fees Schedule As per Muni Standing Commitee Resolution No.508 e.f.Dt.4/9/05 & AMC Gen Board Reso. No.308 Dt 24/9/04

Parking Attendants and the Manager from Associated Enterprise raised the following problems:

1. There was very weak support from the administrative bodies that includes the AMC, the City

Police, and the Traffic Police Department etc.

2. There was lack of support from the municipality in timely completions of maintenance works.

3. Complains were registered by the traffic police or the city police only from the manager

4. Vehicles enter the parking lot from both the ends of service lane causing blockade

5. Parking vehicles had a common tendency of not willing to pay parking fees

6. Parking pattern observed was inclined for 4-wheeler and perpendicular for 2-wheelers but not

generally followed in the desired manner

7. Encroachments in the parking lots by the shop owners was a common practice and needed periodic

attention

8. Absenteeism of parking attendants was seen that led to reduced daily collection

Following are the images of C G Road from Panchvati to Stadium Cross Road that show urban pattern

around the street and highlight the major features.

Figure 4.15: CG Road – Mapped Observations


70

Following tables show demand and supply for the different sections of C G Road (Stadium Crossroad to

Girish Cold drink Cross Road, Girish Cold drink Cross road to Panchvati Cross Road.).

Section Cycle

(ECS)

%

ECS

Area

(m2)

2w %

ECS

Area

(m2)

3w

(ECS)

%

ECS

Area

(m2)

4w %

ECS

Area

(m2)

1 3.7 1.0% 27.75 17.2 4.5% 137.6 13.5 3.5% 150.39 51 13.4% 637.5

2 3.2 0.8% 24 31 8.1% 248 11.5 1.3% 128.11 69 18.1% 862.5

3 5.5 1.4% 41.25 35.4 9.3% 283.2 11.5 1.7% 128.11 54 14.2% 675

4 0.5 0.1% 3.75 27.6 7.2% 220.8 7.5 2.0% 83.55 39 10.2% 487.5

Total 12.9 3.4% 96.75 111.2 29.2% 889.6 44 2.0% 490.16 213 55.9% 2662.5

Table 4.35: Peak Hour Demand – C G Road

Section Vehicle

Type


Area (m2)

% of Total

Supply

Panchvati to Girish

Cold drink cross

road

Cycle 47.8 104.25 2.2%

2w 245.2 443.2 9.4%

3w 78.5 278.5 5.9%

4w 588 1650 34.9%

Girish Cold drink

cross road to

Stadium cross road

Cycle 32.1 55.5 1.2%

2w 248.8 504 10.7%

3w 72 211.66 4.5%

4w 370 1662.5 35.2%

Total 1682.4 4909.61 103.9% Table 4.36: Parking Area Demand - C G Road

Section Time ECS

Area

Req. (m2)

% of

supply

C G Road

10:15 - 11:15 294.4 3204.92 68%

11:15 - 12:15 341.1 3684.05 78%

12:15 - 13:15 325.7 3519.03 74%

17:00 - 18:00 340.1 3655.81 77%

18:00 - 19:00 381.1 4139.01 88%


From the table above it can be seen that the average daily demand is 77% of the supply available for the

section of road under study. Parking volumes near Stadium Cross Road end are low as compared to the

other end. Volumes are high near municipal market but not highly concentrated and it can also be seen

that area requirement for 4-wheelers reduces sharply by around 300 sq.mt.


71

4.3.5 Gurukul Road Analysis

Total length of this road under study is 725 mt. and has mixed land use up to 40% followed by

commercial and residential with 34% and 26% respectively. With mixed land use the average height of

buildings here is G + 3. Similar to Maninagar this place has retail commercial land use in buildings up to

G + 2 levels in and residential in the floors above. Buildings with mixed land use do not allow visitor

parking thus creating parking volumes on-street and leading to congestion. Effective usable road width is

13 m including the median. There are several buildings in front of which 2 to 3 level of parking is seen

with first two levels of 2-wheeler parking and third level of 4-wheeler parking. Out of the 52 buildings on

both the sides of the stretch, only 47 buildings have off-street parking and majority of these spaces are

reserved for the residents of the building. Footpath observed was approximately 1 to 2.5 m wide with

encroachments on both the sides. Following images show the street map and urban form of the area.

Section Cycle

(ECS)

%

ECS

Area

(m2)

2w %

ECS

Area

(m2)

3w

(ECS)

%

ECS

Area

(m2)

4w %

ECS

Area

(m2)

1 5.9 1.7% 44.25 61 17.1% 488 10 2.8% 111.4 51 14.3% 637.5

2 6.8 1.9% 51 51 14.3% 408 8 2.2% 89.12 47 13.2% 587.5

3 9.9 2.8% 74.25 59.2 16.6% 473.6 8 2.2% 89.12 38 10.7% 475

Total 22.6 6.4% 169.5 171.2 48.1% 1369.6 26 7.3% 289.64 136 38.2% 1700

Table 4.38: Peak Hour Demand – Gurukul Road

Section

Vehicle

Type


Area (sq.mt.)

% of Total

Supply

Gurukul Cross

Road to Surya

complex cross road

Cycle 23.1 35.85 2%

2w 245.8 196.16 8%

3w 42.5 87.45 4%

4w 224 735 31%

Surya Complex

cross road to tennis

court junction

Cycle 33.6 24.07 1%

2w 224.6 199.04 8%

3w 44.5 80.02 3%

4w 155 462.5 20%

Tennis court

junction to

Subhash Chowk

Cycle 33.7 74.25 3%

2w 201.8 473.6 20%

3w 48.5 150.39 6%

4w 144 637.5 27%

Total 1398 3119.98 132% Table 4.39: Parking Demand – C G Road

Figure 4.16: Gurukul Road – Mapped Observations


72

Section Time ECS Area Req

% of

supply

Gurukul Road

10:15 - 11:15 213 2074.76 88%

11:15 - 12:15 301.1 2966.27 126%

12:15 - 13:15 243.4 2428.02 103%

17:00 - 18:00 355.8 3528.74 150%

18:00 - 19:00 307.8 3104.78 132%


4.3.6 S G Highway Analysis

S G Highway falls in fringe area of AMC limits and is fast developing as retail cum commercial cum

residential space. This development can be seen up till the intersection at S P Ring Road. Total length

under study is 2100 mt. and starts from ISKCON temple to Gurudwara. There exists an on-street non paid

parking facility on the western side of the road developed by AMC. Majority of the trips in and out are

made from this side of the road. Parking here is seen in concentrated form at 5 major locations that are,

ISKCON temple, Reliance Mall, Grand Bhagwati Hotel, Gurudwara and Rajpath Club. The land

adjoining the highway is considerably less occupied and buildings here facing the road have large widths.

Off-street parking facility is seen in almost all the buildings with better utility and efficiency levels.

Parking pattern was not uniform in a given parking lot and since it was not controlled, vehicles were

parked in varying patterns. Parking space for service lane and highway were substantial enough to cater to

current parking demand. It was also observed that vehicles were parked not only off of the service lane(s)

but also off the main carriageway of SG Highway. There are many vacant land pieces that could

accommodate existing on-street demand volumes but off-street spaces if utilized to full level could handle

this volume. Following are the images showing S G highway and adjoining urban pattern.

Figure 4.17: S G Highway – Mapped Observations

1

2

3


73

Section Cycle

(ECS)

%

ECS

Area

(m2)

2w %

ECS

Area

(m2)

3w

(ECS)

%

ECS

Area

(m2)

4w %

ECS

Area

(m2)

1 0.3 0.1% 2.25 6.6 2.0% 52.8 0 0.0% 0 37 11.4% 462.5

2 0.2 0.1% 1.5 20.2 6.2% 161.6 0 0.0% 0 109 33.6% 1362.5

3 0.9 0.3% 6.75 31 9.6% 248 2 0.6% 22.28 117 36.1% 1462.5

Total 1.4 0.4% 10.5 57.8 17.8% 462.4 2 0.6% 22.28 263 81.1% 3287.5

Table 4.41: Peak Hour Demand – S G Highway

Section Vehicle

Type


Area (m2)

% of Total

Supply

ISKON cross road

to Balsam Group

Bldg (Cross Road

after Relaince Mall)

Cycle 6.2 15.75 0.2%

2w 39.2 78.4 1.1%

3w 10.5 50.13 0.7%

4w 150 462.5 6.7%

Balsam Group Bldg

to Nyay Marg

Cycle 9.8 27.75 0.4%

2w 114 241.6 3.5%

3w 8.5 38.99 0.6%

4w 312 1362.5 19.8%

Nyay Marg Junction

to Gurudwara

Cycle 6.4 13.5 0.2%

2w 146.2 259.2 3.8%

3w 26.5 94.69 1.4%

4w 435 1462.5 21.3%

Total 1264.3 4107.51 59.8% Table 4.42: Parking Demand Area – S G Highway

Section Time ECS Area Req

(sq.mt.)

% of

supply

S G Highway

10:15 - 11:15 229.8 2492.34 36.3%

11:15 - 12:15 239.4 2639.92 38.4%

12:15 - 13:15 174.6 1925.04 28.0%

17:00 - 18:00 296.3 3442.59 50.1%

18:00 - 19:00 324.2 3782.68 55.1%

Average 252.86 2856.514 41.6%

Table 4.43: Parking Supply Percentage

Average parking demand on S G highway is very low and concentrated at few locations mentioned above.

This demand is mostly due to retail commercial business and restaurant business resulting in cumulative

contribution of 50-55%. The morning office hours demand is also very low at 40% level for on-street

parking.

From the results of this analysis it is found that designing a parking scheme for Maninagar shall help us

identify and test a common demand management mechanism for the city. Maninagar has different

demand characteristics in all the sections due to different activities. Following section proposes a parking

management scheme for Maninagar through management and design and pricing alternatives.


74

Chapter 5: Maninagar Parking Demand Management Plan

5.1 Parking Development Plan for Maninagar

Primary analysis results and site visit observations show that Maninagar has typical parking

characteristics that represents majority of the street of Ahmedabad city. The street is dominated by retail

commercial activity and middle income space owners. The street has mixed land use characteristics and

with introduction of BRTS corridor would need serious attention to manage parking to maintain smooth

traffic flow. This section shall analyze physical characteristics of Maninagar Street and area adjoining the

street that experiences the impact of the activities performed there. Parking statistics have been worked

out to understand detailed parking characteristic and proceed with parking options.

5.1.1 Physical Analysis of Maninagar (Nirav)

Vehicles on Maninagar Road are parked within an average proximity of 45-60 mts from the destination

location. The following figure shows features as follows:

i. Maninagar main street, Arterial Roads

ii. Major points of congestion or high demand (10 nos.)

iii. Open or Vacant lands that could be potential site for off-street parking

iv. Major Junctions

v. High parking demand area on Maninagar Road

vi. High parking area on Arterials

vii. Limits of surveyed area for physical characteristics

As the list mentions, the total length of major road network that was surveyed for understanding

physical form of Maninagar is 10.5 Km. Total number of junctions (cross roads and „T‟ junctions)

were 25 out of which 3 were major junctions that formed the study sections. Total area covered under

physical survey is approximately 0.92 km2. Major number of buildings facing the street on main road

and arterials are commercial and mixed use buildings contributing approximately 60% and 25%

respectively to total number of establishments. Open lands are Railway Parking towards the western

end of the main street, municipal playground in shape of quarter circle adjoining the study area, Fire

station ground, private party plots towards the western end. Out of these, railway parking area and fire

station ground could be considered as potential sites for proposing multi-level parking lot. Railway

Parking has an approximate available land area of 490 sq.mt.(10 x 49) while Fire station ground has

land area of 3192 sq.mt. (57 x 56). From previous data analysis on-street parking space available is

4373 m2 against an on-street parking demand of 3050 m

2 (peak load).

Figure 5.1: Maninagar Physical Analysis


75

Following are the important physical characteristics of area observed in Maninagar pertaining to parking,

urban pattern, road network, building use, traffic etc.

i. On-street parking facility is not existent and kerb side parking is done in random patterns by

all the category of vehicles.

ii. Parking is not done in front of building entrances, fire station, bus stops, near junctions etc.

iii. Off-street parking lots were absent in majority of the buildings (65%) facing the main and

arterial streets.

iv. On-street parking was also seen on nearly 15 arterials up to an average length of 25 mt.

v. Majority of the buildings seen on the main and arterial streets are commercial or mixed land

use buildings while the buildings in internal zone are residential buildings and bungalows.

vi. The urban pattern in study area has linear form with buildings having average height of G + 2.

vii. Important structures in the study area include three major hospitals, one fire station, eight

schools, one police station, one post office, municipal zonal office and AMTS bus depot.

viii. Average RoW of the arterials is 15-17 m with unpaved kerb sides used for parking.

ix. Majority of the residential buildings have ground level parking reserved for the residents of

the building.

x. Pedestrian space on the entire network ranges from 0.5 – 1.5 mt. and is unavailable on certain

sections that brings pedestrian movement on the main carraigeway

xi. Residential spaces are closely placed and land area occupied by them does not have high

difference in space covered.

xii. There is high level of water logging problem during monsoons in this area.

xiii. BRTS corridor reduces the mixed traffic carriage way and creates congestion points near the

proposed bus stops.

xiv. Due to absence of space for street vendors on this street they currently contribute to distortion

of the street landscape.

xv. Traffic with low speed and parking volumes with high localized density are observed in the

evening hours and none of the junction is signal controlled

xvi. The urban pattern can be considered as a grid iron pattern with equally distributed land areas

among the buildings.

xvii. Towards the eastern end of the road there is a market and an informal street hawker space that

attracts and creates parking accumulation on the road along the railway line.

Based on the above observations following section proposes different parking options and schemes

testing them against field statistics and engineering feasibility. Following are the sites for this proposition:


76

i. Municipal Playground

ii. Railway Station Parking Space

iii. Municipal Ground B/h Fire Station

Other two plots are private plots and currently being used as spaces for organizing marriages, religious

and community gatherings etc. There also exists one municipal party plot but currently is being used by

municipality for community and recreational purpose. Evaluating all the three sites based on proximity,

capacity, development and maintenance, accessibility etc. following results have been derived.

Municipal Playground has an area of 24650 m2 with a radius of 100 m and is approximately 300 m away

from Maninagar road. Pedestrian mobility on this 300 m road is very low and RoW of this street is 16-18

m. High level of demand exists on section between Railway Station to Maninagar Cross Road that can be

catered by this site but due to following reasons this location cannot be selected to propose a multi level

parking.

i. Lack of pedestrian infrastructure on all roads that include the major road and the arterials that

connect to this plot.

ii. Distance of major junctions from this plot is more than 300 m and has RoW between 15-17 m.

iii. The plot is owned by sports club and is being used for sporting activities by different sport clubs,

schools and institutes. Using this land for developing parking structure will deteriorate sports

activities and construct a demeaning landscape.

iv. Being on the junction it would turn out to be congestion point due to movement of vehicles from

the parking lot if constructed.

v. Demand for the parking lot shall increase only if parking on Maninagar Road is banned and this

kind of enforcement shall lead to on-street parking on arterials.

Railway station parking space has poor geometry of 10 m width and 50 m length that cannot be suitable

to design a multi level off-street parking lot. It shall also be difficult to secure railway land and use it for

municipal development i.e. the arrangement between AMC and Indian Railways shall be difficult for this

development. It is also currently being used by railway to provide parking facility generally to daily

commuters for their 2-wheelers using railways.

Municipal Ground behind fire station appears to be in a good geometry and can be considered for

proposing a multi level parking structure. Physical analysis shows that the land is 57 x 56 m in dimension

and has an access road 11 m wide and is at a distance of approx. 90 m from the main road. Proposing a

multi level parking lot on this land shall be constrained by following parameters.


77

i. The parking lot shall not be able to attract parking if the road continues providing on-street

parking facility.

ii. On-street parking facility should also be charged higher than the multi level parking lot or be

banned by not providing any such facility.

Currently the BRTS corridor being constructed on this street provides parking facility for which details

have been furnished below.

Sr.No. Description Section 1 Section 2 Section 3 Total

1 Total Length of Corridor 330 m 406 m 709 m 1445 m

2 Parking Length Available (average) 121 m 189 m 322 m 632 m

3 Width of Parking Stall 2.5 m 2.5 m 2.5 m 2.5 m

5 Total Area available (both sides) 605 m2 945 m

2 1610 m

2 3160 m

2

Table 5.1: BRTS corridor Parking details - Maninagar

In the above values total length of corridor has been calculated after deducting junction length, parking

length has been derived by deducting tree pit, bus stops, minor intersections, hawking spaces etc. Average

of parking length has been shown in the above table. Parking statistics help to determine a demand

equation for Maninagar Road.

5.1.2 Parking Statistics (Nirav, Ambika)

Parking accumulation counts were taken for 3 parking lots at Maninagar near Satyam Complex, Fire

Station and H J House. The survey was conducted for three hours with time interval as 15 minutes by

License Plate survey method. Following table shows the accumulation counts for 2-wheelers only. 4-

wheelers were not considered due to comparatively low volumes.

Time Interval

2-wheeler

Accumulation Parking Index

Parking Load

(Veh. Mins.)

10:30 - 10:45 64.0 58.2% 960

10:45 - 11:00 66 60.0% 990

11:00 - 11:15 66 60.0% 990

11:15 - 11:30 71 64.5% 1065

11:30 - 11:45 76 69.1% 1140

11:45 - 12:00 80 72.7% 1200

12:00 - 12:15 79 71.8% 1185

12:15 - 12:30 76 69.1% 1140

12:30 - 12:45 68 61.8% 1020

12:45 - 13:00 64 58.2% 960

13:00 - 13:15 55 50.0% 825

13:15 - 13:30 47 42.7% 705

Total/Average 812 (Total) 61.5% (Avg.) 12180 (Total) Table 5.2: Parking Statistics – Maninagar

Hourly accumulation of 4-wheelers can be considered for demand estimation and forecast during detail

design. Number of 2-wheeler parking bays under study are approximately 110 based on the parking stall


78

size considered for the study without maneuvering space being provided. Above table shows total parking

accumulation for 3 parking lots identified in Maninagar. Total of 812 vehicles were recorded to have used

the kerb side for parking. It is seen that the average occupancy of these parking bays is 61.5% generating

little more than 12,000 parking vehicle minutes. Total turnover for all the bays is 106 vehicles i.e. the

total number of vehicles entering the parking bays. Survey duration was 3 hours which experienced 67.66

vehicle hours in parking lots under observation. Parking duration is vehicle hours divided by the total

turnover in all the time intervals which was calculated as 38 minutes. Above results thus conclude that

there is high level of turnover using short term parking facility. Accumulation curve shows that the

turnover rate and demand volumes are high in the morning hours with maximum of 72% occupancy level

that could be applied for the entire length under study. Similar trend is also seen during the evening hours

with high turnover and increased utilization level with almost same parking duration. Thus the existing

average daily demand could be 68 2-wheeler vehicle hours i.e. 68 2-wheelers are parked for one hour on

average for the whole day. Parking duration per day could be taken as 10 hours per day between 0900

Hrs. to 2300 Hrs. Factor for computing peak demand volume of 2-wheeler for entire length is 5.86

(645/110).

Figure 5.2: Parking Accumulation Curve

Existing parking demand requirements for 4-wheeler, Auto rickshaws and bicycles can be taken as the

hourly average volume counts, reason being that the demand volumes of 2-wheelers exceed by almost

five times as that of 4-wheelers, three times as that of bicycles, and five times as that of 3-wheelers.

Parking demand is highly dependent on following parameters:

i. Vehicular Growth rate in the city

ii. Land Use Pattern

64 66 6671

76 80 79 7668 64

5547

0102030405060708090

Nu

mb

er o

f V

eh

ices

Time Interval

2-wheeler Accumulation

2-wheeler

Accumulation


79

iii. Socio-economic condition of the land use

iv. Trip purpose and trip length

v. Mode of Trip

vi. Parking space availability

vii. Degree of Congestion

viii. Time of day

ix. Parking duration

x. Type of vehicle

xi. Cost of Parking Facility

xii. Number of Dwelling units

Apart from the above mentioned parameters there are other parameters that directly or indirectly affect

parking demand that include availability of public transport, seasonal variability etc. As observed in the

parking accumulation the average parking duration is 38 min. approx. with duration categories as:

i. Short Term Parking (< 1 Hr.)

ii. Medium Duration Parking (1 – 3 Hr.) and

iii. Long Term Parking (> 3 Hr.)

Parking demand management can now be based on these parking durations. According to Donald Shoup

optimal parking occupancy level should be 85% which minimizes cruising time and provides the optimal

level of pricing. Existing demand levels for Maninagar are as follows with 10 hours of demand in a day.

Cycle volume per day has been divided by 2 since half of the demand is being created by the school near

fire station. Table 5.44 gives the total 2-wheeler demand throughout the day for entire study section in

number of vehicles.

Time Interval

2-Wheeler 4-Wheeler

Pushpakunj

to AMC

AMC to Railway

Station Total

Pushpakunj

to AMC

AMC to Railway

Station Total

10:30 - 11:30 567 483 1050 63 36 99

11:30 - 12:30 507 586 1093 90 67 157

12:30 - 13:30 515 530 1045 52 67 119

13:30 - 14:30 332 399 731 47 26 73

15:30 - 16:30 313 436 748 50 62 111

16:30 - 17:30 419 581 1000 73 80 153

17:30 - 18:30 521 698 1218 60 99 160

6885 872

Table 5.3: Total 2-wheeler daily demand - Maninagar


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2-wheeler demand for the complete day of operation is 9836 number of vehicles while 4-wheeler daily

demand is 1245 vehicles in the entire section of the street. Duration based classification of vehicles is

shown in the following table.

Section Time

2-Wheeler Duration

Volumes

4-Wheeler Duration

Volumes

30 min.

45 min.

90 min.

180 min.

30 min.

45 min.

90 min.

180 min.

Pushpakunj to AMC Building

10:30 - 11:30 203 104 33 0 24 11 0 0

11:30 - 12:30 181 93 29 0 35 15 0 0

12:30 - 13:30 184 95 30 0 20 9 0 0

13:30 - 14:30 119 61 19 0 18 8 0 0

15:30 - 16:30 117 56 5 5 22 3 3 0

16:30 - 17:30 156 75 6 6 32 5 5 0

17:30 - 18:30 194 93 8 8 26 4 4 0

AMC Building to Maninagar

Railway Station

10:30 - 11:30 157 65 40 19 11 10 3 0

11:30 - 12:30 190 79 49 23 20 18 5 0

12:30 - 13:30 172 72 44 20 20 18 5 0

13:30 - 14:30 129 54 33 15 8 7 2 0

15:30 - 16:30 138 98 16 6 27 6 0 0

16:30 - 17:30 184 131 21 8 35 8 0 0

17:30 - 18:30 221 157 25 10 43 10 0 0

Total 2345 1234 359 120 338 132 27 0 Table 5.4: Parking Duration Volumes – Maninagar

Section Vehicle Type Maximum Area

Required (m2)

Maninagar Railway

Station to AMC

Building

Cycles 125.2

2-Wheelers 660.8

4-Wheelers 662.5

AMC Building to

Pushpakunj

Cycles 340.5

2-Wheelers 544.0

4-Wheelers 625.0

Total 2958 Table 5.5: Maximum Area Requirement - Maninagar

It is proposed that the 3-wheelers and Cycles shall not be charged for using parking facility and shall be

provided with free parking space based on the peak demand volume. Total peak volume requirement of

these two modes are 166 no. of cycles and 44 no. of 3-wheeler at Maninagar Railway Station to AMC

Building and 454 no. of cycles and 26 no. of 3-wheeler at AMC Building to Pushpakunj. These daily

volumes of 2-wheeler and 4-wheeler and peak volume of cycles and 3-wheelers can be employed to

generate design options for on-street and off-street parking facilities.


81

5.1.3 Parking Scheme Physical Design Options (Nirav)

This exercise tries to provide with a demand management mechanism that can be applied to the entire city

to accomplish the said objective of bicycle and pedestrian promotion and traffic demand management.

The process of accomplishment of this goal is gradual and in several phases which employees Based on

the above calculations we need to propose on-street parking lot for existing peak demand volumes of 620

cycles, 70 3-wheelers and daily turnover of 9840 2-wheelers and 1245 4-wheelers. For off-street parking

design we consider only 2-wheelers and 4-wheelers for the following reasons.

i. One of the objectives of the project and the policy is to promote non-motorized and public

transport.

ii. Parking 3-wheelers in an off-street parking lot is not possible since boarding and alighting through

this mode is done on-street.

iii. Charging 3-wheeler either on-street or off-street is not feasible taking into account the socio-

economic condition of the operators of this mode.

iv. Physical space requirement for the observed volumes of these modes is very less in comparison

with 2 and 4 wheelers.

v. Parking duration and accumulation of 3-wheelers is generally less than 30 minutes.

vi. These modes of transport (bicycles and 3-wheelers) are mostly owned and operated by lower

income group that cannot be burdened by parking pricing.

On-street and Off-street parking options

Total available space on-street as per the assumptions in section 5.2.3 is 4373 m2 and the peak hour

demand is 69.7% i.e. 3050 m2 of the peak hour demand. This demand is distributed between Section1

(Maninagar Railway Station to Maninagar Cross Road) – 914 m2 (21%)

, section-2 (Maninagar Cross

Road to AMC Building) – 1220 m2 (28%) and section-3 (AMC Building to Pushpakunj) – 2238 m

2

(51%). With BRTS being constructed on this road the parking space gets further reduced from this value

and is 3160 m2. Details of which have been provided in section 5.4.1. Physical design options have been

provided in following form that are:

i. On-street parking facility for the complete length (except for spaces that include junctions,

bus stops, fire station frontage, building entrances, petrol pumps etc.)

ii. On-street parking in combination with off-street parking lot (on-street excludes the spaces as

mentioned above)

iii. Off-street parking facility for the entire length under study (facilitated by enforcement in form

of no provision and ban on on-street parking)


82

This section discusses on-street physical design options and on-street portion of combined parking

scheme. On-steer parking consumes considerable space of the RoW that could have been otherwise used

to developed pedestrian space, street hawker space etc. Parking patterns have been discussed in literature

study, we shall thus adopt 2-wheeler parking perpendicular to the kerb and 4-wheeler parking shall be as

parallel to the kerb. This land space has a cost and thus needs to be charged from the user. Option 1 i.e.

provision of complete on-street parking for the demand levels has space distribution as shown in the

table.

Section Parking Area

Available (m2)

Parking Area

Demand (m2)

Cycles

Demand (m2)

2w Demand

(m2)

3w Demand

(m2)

4w Demand

(m2)

1 605 874.95 93.75 371.2 210 200 2 945 577.73 30.75 174.4 35.08 337.5

3 1610 1596.72 340.5 486.4 144.82 625 Table 5.6: Parking Area Demand (Modewise) Peak Hour – Maninagar

Based on the above level of demands it can be seen that peak demand requires 3049 m2 of area which is

96% of the total available space. According to studies by Donald Shoup (1999) considering an optimal

level of supply as 85% can be considered as a base demand for the facility. This demand level includes

factor that considers cruising time which in this case is almost zero. With above levels of space

availability the demand as percentage of supply in peak hour is 145%, 61% and 99% respectively. This

demand therefore has to be shifted to other location or other mode. This option shall emphasize on

following areas.

i. Reducing trip frequency by converting multiple trips in a day to single or least possible

number of trips.

ii. Number of trips shall be reduced and would be made on the criticality of the work once

imposed with a charge for the facility.

iii. Make attempt to convert long distance trips made on private vehicle to shift the mode to

possible low cost option or public transit facility.

iv. Distribute the localized high parking density over a larger length to ease the congestion by

limiting the supply to an optimal level in specific sections.

v. Shifting existing on-street parking to existing off-street parking facilities through supply

management and pricing the service.

The design provides space for existing on-street peak load and considers that the future demands shall be

catered by off-street parking lots. The study also provides with off-street parking facility option that can

be implemented at a later point of time after analyzing the demand levels. As an initial guess of supply

levels, following table shows four options at 85%, 75%, 65% and 55% occupancy level in all the three

sections. The on-street supply shall be distributed among all the three sections after evaluating the site


83

conditions. Looking to the above levels of demand we need to accommodate the extra 45% demand to in

the design by allocating alternative location. This 45% extra demand requires an area of 270 m2 and needs

to be shifted to alternative location. Possible alternative locations are:

a) Western side of the street along the railway station (near sindhi market) where AMTS buses are

currently being parked.

b) Perpendicular street on north and south from Maninagar Cross Road.

Shifting this demand to any of the above mentioned alternative location would add to the existing

congestion on these streets. Possible alternative is to shift the extra demand to section-2 which has an

additional space of 367 m2 and can accommodate the existing demand on these perpendiculars. Upon

observing section-1 we find peak demand of 28 3-wheelers that can be provided with a supply capacity of

12 vehicles reducing the demand by 120 m2. Further more part of 2-wheeler trips made for medium to

long term duration can be shifted to subsequent section-2 and this volume is approx. 26% of the peak

demand that reduces the demand in section-1 by 96 m2. This shift in parking location shall be facilitated

by incremental parking (pay more for long duration). Total shift in space allocation is 216 m2 with an

expectation that residual demand shall shift in perpendicular connecting streets with space requirement of

54 m2 that would include cycles and 2-wheelers. All the perpendicular streets connecting the major road

shall be enforced with no-parking regulation for such a length that does not create congestion on

intersection. Section-2 has fairly low demand levels and tries to accommodate part of demand from

section-1 with said assumptions. Section-3 has high level of cycle parking demand in the morning phase

that is created by a school opposite to the fire station and is proposed to accommodate 20% of the existing

cycle parking demand in this section. Car parking is proposed to be provided with 85% (531.25 m2) of the

demand since there are off-street parking spaces in the buildings that can accommodate the remaining

15% demand. Reason for current trend of 4-wheeler parking is that the existing off-street parking spaces

are least accessible and poorly designed. It is also proposed that 3-wheeler parking be provided at approx.

every 100 m with a capacity of 3 nos. in one lot with total number as 36 and an area of 270 m2. This

proposal is facilitated by deducting additional space from 4-wheeler space. The final proposal for design

with exclusively on-street parking catering peak demand is as follows with a total supply of 2646.5 m2:

Section

Cycles

(m2)

Number

of Veh.

2-wheeler

(m2)

Number

of Veh.

3-wheeler

(m2)

Number

of Veh.

4-wheeler

(m2)

Number

of Veh.

1 93.75 125 274.7 172 90 12 200 16

2 30.75 41 270.4 169 35.1 5 337.5 27

3 68.10 227 486.4 304 270 36 499.82 40

Total 192.60 393 1031.5 645 395.1 53 1037.32 83 Table 5.7: On-street Parking Design Space Allocation – Maninagar

Second option is provision of parking facility in combination of on-street and off-street parking facility.

Now all the designs are being considered with no charging for cycles and 3-wheelers either on-street or


84

off-street. Option of combination parking considers no-parking regulation in a specified cordon up to a

maximum possible distance that can be covered by walking which is approx. 150 m, reason for this being

the parking duration of major portion of demand is less than 30 min. Analyzing parking demand in this

cordon peak hour volume for 2-wheelers is 179 vehicles and 4-wheelers volume is 38 vehicles that

demands an area of 762 m2. This area is only 25% of the plot area that can be expected to use the off-

street parking facility. It can be proposed to attract complete cycle parking demand generated by the

school to mitigate safety and congestion issues and create a no-parking zone on-street. We therefore

propose a free off-street ground level parking lot for all the category of vehicles. Third option considers

proposing exclusive parking lot for entire length converting kerb side into no-parking zone which

increases walking distance from 150 m to 700 m on the main street on either side. This would require

high level of enforcement in form of restricting entry of vehicles from the perpendicular streets, dedicated

pedestrian spaces by removing complete parking spaces. The existing condition of enforcement in the city

needs to build its capacity in order to meet the requirements of this proposal. It is thus proposed to

implement on-street parking facility through various enforcement mechanisms which are as follows.

i. Cordoning off an area of width 50 m on either side of the main street and enforcing no-parking

regulation on perpendicular streets.

ii. Shutting down few streets perpendicular to the main street and restricting spillover of parking to

residential spaces.

Enforcement has been discussed in detail in chapter 7 that proposed various enforcement actions. It is

thus proposed to implement a paid on-street parking facility in combination with free off-street parking

lot. The subsequent section discusses management option proposed to operate the facility. Following

diagram shows the typical cross-section of the street with parking bays, and plan view of the street with

design features.

5.1.4 Management Options (Ambika)

As a part of parking demand management, pricing the facility is one of the efficient mechanisms.

Maninagar parking pricing has been considered as a base to understand and devise a general mechanism

that can be employed to regulate parking demand management. Management options for parking facilities

are either manually operated, automatically operated or by a combination of both. On-street parking is

generally 10% of the cost of off-street parking facility. Following options have been identified to manage

the proposed on-street parking facility.

i. Manual paper ticketing system

ii. Smart card technology with portable meter and e-ticketing system


85

iii. RFID Technology

On evaluating all the above mentioned management systems we find that Manual paper ticketing system

that is being currently used at C G Road and multi-level parking at Relief road is resulting in high level of

inefficiency and inaccuracy. As reported by the management officer of C G Road parking facility nearly

20% of the parking vehicles don‟t get charged for using the facility due to various reasons. Later two

techniques have not been implemented in the city yet and therefore need to be examined for their

viability. Following table shows comparison of proposed technologies to operate and control the on-street

parking facility at Maninagar over the length of 1650 m.

Sr.N

o.

Parameter Manual Paper

Ticketing

Smart

Card

RFID (DSRC)

1 Level of technology required Low Medium High

2 Cost of Desired technology Low Low High

3 Control Capacity Low Medium High

4 Skill Level Required Low Medium High

5 Enforcement Required High Medium Medium/ High

6 Degree of Awareness among

citizens

Low High High

7 Degree of Error High Low Low

8 Level of Vehicle Safety Low Medium Medium Table 5.8: Comparison of Parking Management Systems

Manual paper ticketing system has limited applicability and functions efficiently for a system with

smaller size. The existing schemes are currently being operated by private operators and the municipality

earns fixed revenue per annum that is not being used anywhere in development of parking condition in

the city. This system of fare collection is now proving to be incapable of catering to existing grown

volume of parking demand with reduced efficiency and effectiveness. Fees collection is done on site by

attendant who generally cannot calculate exact amount based on parking duration. This system therefore

can work efficiently when flat rate for long parking duration is charged that results in attracting long term

parking vehicles. It simultaneously penalizes short term parking vehicles by charging for duration much

higher than actual.

RFID and Smart Card technologies are two alternatives for reliable and automated operation of parking

systems. Both the technologies have high end options that need to be configured according to the site

requirement. These systems have not yet been used anywhere in the city. Chapter 3 discusses these

technologies and based up on the level of complexity in RFID system in terms of awareness among

citizens, support from enforcement agency, adaptability, requirement of skill level to operate in existing

parking behavior and conditions it is proposed to opt for a technology that is one stage lower. It would

also be difficult to judge the performance level and cost effectiveness of such hi-tech system in first stage

of implementation of parking management in the city. High end RFID system needs to have RFID tags on


86

each vehicle that uses the parking lots or enters congestion prone zone. Cost of equipments involved in

installing this system is high as compared to smart card technology.

Smart Card technology in combination with human intervention is an alternative that could be evaluated

for proposing pilot project of parking scheme to achieve a common parking demand management

mechanism for the entire city. Two options proposed for smart card based management have been

described below with the costs and components involved.

Option 1 Option 2

Fixed Parking Meters on Street

(Electronic) -

40,000 Rs. Portable Parking Meters

(electronic) – With Printing Facility

9,500 Rs.

Simple Storage Smart Card

(Magnetic Strip – 2 KB)

75 Rs. Simple Storage Smart Card

(Magnetic Strip – 2 KB)

75 Rs.

Underground wiring 180 Rs./m Connectivity Tower 35,000 Rs.

Backend Processing Software 80,00,000 Rs. Backend Processing Software 80,00,000 Rs.

Mainframe Computer 2,50,000 Rs. Attendants (Salary/month) 4,000 Rs.

Mainframe Computer 2,50,000 Rs. Table 5.9: Smart Card Technology Options

Total number of bays available for each category of vehicles that includes 2w, 3w, 4w and cycles is 691,

74, 101 and 506 respectively. The cost to manage one parking bay for different category of vehicle has

been calculated in later section of the chapter that derives a pricing model for the proposed scheme. Cost

of managing the parking space shall depend on the supply level variation. Out of the above two options

following are the issues that need to be addressed during operation.

Option – 1

i) It needs to be ensured that every parking vehicle uses the meters fixed on –street to pay

parking charge

ii) Safety of these equipments placed on-street is one major issue in the proposed management

plan

iii) Awareness among all the stakeholders like citizens of the city, enforcement agency, regulator,

management and operation team is necessary

iv) High volume of 2w makes it difficult to keep vigilance on every parking lot

v) Such a high end management system if requires vigilance and supervision staff would add to

costs

vi) Capacity of agencies involved in the execution and operation of the project needs to be

checked

vii) Marketing and enforcement of the scheme needs to be done efficiently


87

Option – 2

i) The system needs to be manned at every 100 m on either side which requires 33 attendants

approximately.

ii) Skilled staff and training system needs to be available to run the system

iii) Incentive to the attendants and enforcement staff should be provided to ensure dedicated

service and no fraud

iv) Awareness and marketing among citizens of the city needs to be brought

Specifications for some of the items mentioned in the above table are as follows:

i) Initial volume of smart cards to be manufactured is 2,250 and shall be purchased from

qualified manufacturer with reorder level at 75% sale.

ii) Monthly requirement of cards shall be 900 with an estimate of 20% medium to long term

vehicles buying them

iii) Option-1 shall have the meters connected to the control room through underground wiring

while option-2 shall have wireless communication

iv) Monthly sale of smart cards is estimated to be 4500 based on the medium to long term 2w and

4w parking vehicle volume.

5.1.5 Pricing and Financial Model (Nirav)

Parking pricing is one of the several mechanisms to manage parking demand or congestion. For the

desired study there is very little existing data and negligible past data that can help to start any such study

for the first time in a city like Ahmedabad. Parking pricing has thus been selected as a tool to investigate

and regulate the existing parking demand and achieve the objective of promotion of pedestrian movement

and bicycle use. Maninagar has been selected as the pilot case to understand the parking behavior and

implement parking management program. Parking till now has been provided as a cross subsidized

service that if charged at its true economic cost to the user would not be affordable to everyone. As the

study says on-street parking in combination with free off-street parking lot is a suitable strategy to

allocate space for existing demand, we try to derive a pricing mechanism that makes the scheme

financially viable. Three pricing schemes have been proposed out of which the most efficient one shall be

recommended. Following are the pricing schemes proposed.

i. Flat Rate pricing scheme – The parking fees under this scheme shall be for a long duration in first

slot eg. for 4 hours and additional for subsequent hours. The study shows that average parking

duration for vehicles at Maninagar is 38 min. which is much lower than the time duration of first


88

slot. Volume of long term parkin vehicles is also less than 10%. This scheme is invariably

promoting long term parking vehicles and thus promoting congestion by penalizing short term

parking vehicles. This scheme is currently being employed at Kalupur Railway Station off-street

parking facility and provides service to daily commuters from the railway. Charge for 2-w is 5 Rs.

While 4-w are charged 10 Rs. This scheme is not based on any demand management principles

and has been put in place to generate revenue from railway land. This pricing scheme can be

directly rejected since the demand management mechanism does not intend to penalize short term

parking vehicles by imposing long term fees but tries to provide incentive to short term trips

having minimum frequencies by charging lower fees in proportion to long term parking vehicles.

ii. Hourly Parking Fees – The fees for every hour is same and thereby increases in a linear pattern.

Existing on-street parking facility at CG Road adopts this scheme and the fare currently being

charged has been described in section 5.3.4. This pricing is an hourly flat rate mechanism that

does not incentivize short term parking vehicles over long term parking vehicles. Since past data

was inexistent in term of volume of vehicle category it was difficult to determine the price

elasticity of demand. This can be considered as one of the pricing strategies to be implemented.

iii. Short Term Incremental Pricing – This pricing strategy is currently not being practiced anywhere

in the city. Basic concept of this mechanism is classifying parking vehicles in smallest possible

time slots based on the average parking duration. The study adopts 30 minutes as the minimum

time slot for parking since average parking duration is 38 min. Parking fees in this mechanism

rises with fixed percentage over previous time slot to regulate and minimize long term parking

vehicles.

Objective of pricing mechanism is to achieve objectives of demand management in form of reduction in

parking duration, reduction in frequency of trips, shifting out long term parking vehicles from congestion

areas, provide controlled parking space and easy traffic movement etc. The proposed scheme provides

parking facility in combination of paid on-street parking system and free off-street parking scheme. There

are two basic costs involved which are; i) Physical Infrastructure costs and ii) Management Costs

Following flowchart shows the process of pricing for the proposed facility. This can be considered as

general pricing mechanism for demand management objective in the city.


89

Following are the assumptions on which the model has been based:

i) Life of the project is 12 years after which the scheme needs to be redesigned (consultation

with CG Road paid parking facility management)

ii) Payback period of the project is considered as 3 years for computing parking pricing and

servicing the future demand through suitable review methods

iii) Project development duration is 12 months

iv) Growth rate of 2w is 21% per annum and 4w is 14% per annum with an average of 18% P.A.

v) Parking space for 3w and cycles shall not be charged in both on and off street spaces

vi) Pricing shall be designed for supply level of either 100% and/or 85% to propose pricing

mechanism

vii) Fees increment factor of 12% has been considered for every subsequent time slot for

incremental pricing over linear pricing model (Demand peaks and drops by approx. 12% in

morning peak)

viii) Facility shall be funded and operated/managed by the municipality considering risk free rate of

return of 7.5% (return on government bonds) and 5% rate of inflation for calculating break

even time or entirely contracted to private sector.

ix) The pricing shall be reviewed at the end of first year of operation and revised based on the

change in rate of return and increment in rate of demand

x) The demand is expected to double in every 5 year based on vehicular growth rate and land use

pattern (Traffic study GIDB 2004)

Type of Parking

On-street Parking Off-street parking Combined Parking

Physical

Infrastructure Cost

Management Cost

Smart Card RFID System Manual Collection

Pricing Scheme Fixed Meter System Portable Meter System

SCHEME 1

SCHEME 2 SCHEME 4

SCHEME 3 Hourly Linear Pricing

Incremental Short Term

Parking Pricing


90

xi) Off-street parking lot is at ground level and provided free of to the users

xii) There exists no subsidy component in the model and the price increment is taken as 10% YoY

which is subject to change up on the annual review of the project

Limitations to this modeling are as follows:

i) There exists no past data that can provide a base price to start with and understand the price

elasticity of demand.

ii) The proposed case has no formal parking arrangement existent

iii) Schemes like park and ride facility, off-street parking space sharing etc. cannot be

implemented currently since trip lengths are short and off-street spaces are of low capacity

iv) The model has three basic parameters of demand, supply and price out of which one needs to

be kept constant (supply).

Following tables broadly show the costs involved in developing the scheme in terms of physical

infrastructure cost and management cost.

Project Option Cost (Rs.)

1 Option 1 (Fixed Meter on-street) 5.44 (4.62 + 0.82) Crore

Variable Cost / Day 6660 Rs.

2 Option 2 (Portable Meter) 5.52 (4.62 + 0.90) Crore

Variable Cost / Day 9350 Rs.

Table 5.10: Project Cost Options

As shown in the above table the parking scheme provides with two options that shall be checked for

linear and incremental pricing for two supply levels of 100% and 85%. This shall require provide us with

eight pricing alternatives out of which one has to be implemented according to the operational issues and

conditions. Following table shows the expected revenue per ECS per day at two different supply levels.

Options

Supply Level Option 1(Fixed Meter) Option 2(Portable Meter)

100% 122 120

85% 144 141

Table 5.11: Expected Revenue Comparison

Based on the above table we find that the revenue difference between option-1 and option 2 is marginal

while the operational issues are more complicated in fixed meter system than portable meter system in

terms of enforcement, awareness, institutional setup etc. It is therefore proposed to provide portable meter


91

smart card run pricing scheme. Further if we provide 100% of the capacity then the existing off-street

parking spaces remain idle and don‟t operate to their full capacity. Existing peak demand is of an area

3050 m2 that is almost 15% higher than the proposed area of supply. The space design also makes 15% of

the peak hour volume shift to off-street parking spaces or other alternative spaces.

As proposed, pricing shall be applicable only to 2w and 4w volumes with 30% deduction in daily revenue

as experienced at C G Road. This deduction is because of absence of attendant, problems with meter,

break time/shift change and/or other reasons. Daily cost per ECS of the project is 22483 Rs. And daily

demand is almost 3212 ECS with 320 ECS during peak hour. 2w turnover is high that contributes to high

daily ECS volume. Preliminary fare calculation is done by calculating expected revenue per day at 12.5%

RoR which is 120 Rs./ECS/day. This amount gives break even at 7 years and 10 months which cannot be

considered as an appropriate pay back duration if the work is supposed to be contracted. Pricing schemes

were therefore calculated taking into consideration different pay back periods and a pay back period of 4

years was found to provide with acceptable pricing scheme. This calculation gave following linear and

incremental pricing scheme.

Linear Pricing Scheme

The expected daily revenue was distributed between both the vehicle categories based on the % of

vehicles in different time slots.

Table 5.12: Linear Pricing Scheme

The pricing scheme gives a payback period of 4 years but has certain drawbacks as follows:

i. The duration slots are hourly that don‟t incentivize the short term parking vehicles

ii. Due to linear pricing possibility of converting long term parking in to short term parking

reduces since hourly fess is same.

Incremental pricing scheme tries to minimize long term trips by charging exponentially higher than short

term parking vehicles as per the following pricing scheme.

Vehicle Type 1 hr 2 hr 3 hr 4 hr 5 hr Monthly

revenue

2-Wheeler 6 12 18 24 30

Number Of

Vehicles 8747 796 218 62 0 1416366

4-Wheeler 10 20 30 40 50

Number Of

Vehicles 850 394 49 24 12 407682

1824048


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Incremental Pricing Scheme

Vehicle Type 30 min 1 Hr 1.5 Hr 2 Hr. 2.5 Hr. 3 Hr. 3.5 Hr 4 Hr.

Monthly

Revenue

2-Wheeler 3 6.36 10.12 14.34 19.10 24.35 30.27 36.90

Number of

Vehicles 5729 2264 754.56 530 265 124 94 62 1260706

4-Wheeler 10 21.2 33.75 47.80 63.53 81.20 100.90 123 Number of

Vehicles 850 321 49 24 12 0 0 0 396446

1657152

Table 5.13: Incremental Pricing Scheme

This pricing scheme collects less revenue than linear pricing but has fair chance of converting long term

trips to short term trips and increasing the turnover. Other pricing schemes can be time of day pricing,

eco-pricing (based on emission levels of different vehicle categories), real time pricing (based on

instantaneous parking demand).

Implementation of any of the above scheme and the success depends highly on the field staff and

collection mechanism on ground. Two major contributing factors for success of any parking scheme are

enforcement and institutional arrangement to operate and manage the facility. Next section discusses the

detailed management plan for the city based on results derived from the above studies.

5.2 Demand Management Plan (Nirav, Ambika)

The flowchart shows the parking management mechanism in detail that includes all the aspects ranging

from technical studies to institutional framework and future demand management. Parking demand

management as per literature analysis can be done in following three ways;

i. Parking pricing

ii. Regulating supply and

iii. Enforcement mechanism.

Major factors contributing to the development of any parking plan are demand, supply availability and

pricing possibility. The service involves several stakeholders that include the municipality, traffic police,

citizens, city police and media. The flowchart tries to define a mechanism that can help the municipality

to develop a common parking plan applicable to parking demand on spaces under its governance. The

process tries to involve all the stakeholders and set a general guideline that can be applicable to any

further study on this issue in the land under limits of AMC.


93

Parking Demand Management

Identification of City

Characteristics

a. Broad Land Use Pattern and

Economic Structure

b. Demographics

c. Vehicular Ownership Pattern

d. Road Network Pattern etc.

Determining Study

Zones and Area of

Extent

Physical Maps, Governing

Limits, Extent of

Application of Study etc.

Representative Case Selection

to be Studies in Detail

Literature Studies

Data Collection

Primary Data Secondary Data

Schedule of Rates

Tech. Alternatives and Cost

Manpower and Enforcement

Cost

Building Use Conversion Data

Site Survey Based

Parking Volumes, Accumulation,

Land Use, Inventory, Duration,

OD & CVC.

Questionnaire Based

Parking Vehicle Interview (Trip

Purpose, Trip Length, Trip

Frequency)

Selection of Location for Pilot

Project

Primary Data

Analysis

Identification of Stakeholders and

Understanding their role (existing)

in the study

Stakeholder Consultation

A

A

Management

Options

Development

Schemes

i. Paper Ticket

ii. RFID Tags

iii. Smart Card

etc.

i. Park n Ride

ii. Time Limits

iii. Parking

Free Days

iv. Pricing etc.

Detailed Site Analysis

(Physical Characteristic

Analysis, Parking

Behaviour Analysis etc.)

Demand Assessment and

Physical Design Options

Critical Site Analysis

(Demand in different

sections, site specific

observations, travel

pattern, land use

impacts, congestion

zones etc.

i. On-street

ii. Off-street

iii. Combined

Final Design

Proposal

B

C


94

Based on the studies conducted in the city the demand management plan is the basic framework that can

be adopted to propose a parking management program and facility for any street in the city. One of the

objectives of the study is policy formulation that shall regulate parking in the city through fair

management mechanism. AMC is responsible for the overall implementation, management and operation

of parking facilities in the city. The process takes into consideration all the stakeholders who can

substantially contribute to the policy formulation through mutual consultation with the administrative

authority i.e. AMC and AUDA.

B

Development of Detailed

Management Plan – Site Specific

Eg: On-street Paid

Parking (Maninagar)

Enforcement Plan Operational Plan

Pricing Scheme &

Financial Model

Detailed Management

Team and Field Staff Role of Traffic Police

Towing Operation

Details

Incentive Model

Penalty Structure

Annual Review of

Operations &

Feedback

Technology and

Management Inputs

from Literature

AMC Functions

Management &

Future Demand

management

Decision on

Outsourcing

Feedback from

Users and

Consultation

from Experts

Existing Norms

and Regulation

and Legal

Framework

C

Policy Formulation

Contribution from Consultants &

Other Stakeholders

Management

of Facility on

PPP Basis

Awareness among

citizens through

media and

publicity


95

There is also a need felt to revise the existing parking norms in the GDCR that shall try to minimize

parking space provision in new building developments. This would be done with an objective to de-

motivate the use and purchase of personal transport.

The plan tries to make the management and development of parking condition as a separate institution in

the city. It can be expected through this plan that the administrative authority can sustain the facility

without contracting out the management of any facilities that it proposes to develop.

Major issues that need to be addressed currently are capacity building of the regulating institute i.e. AMC,

traffic police department, enforcement and public awareness. The feedback process provides room for the

institutional capacity building and continual improvement of management practices of parking facilities.

Enforcement is also one grey area that needs to be worked up on to achieve desired efficiency in

operations and minimize the rate of parking infringements. Following are the existing issues and

recommendations to improve the enforcement condition in the city.

Issues in Enforcement

i. Traffic police department currently practices traffic enforcement operations in the city and has

limited staff to carry out enforcement operations in the city

ii. The traffic enforcement operations (towing) have been outsourced to private operators who

lack in efficiency and fleet

iii. There are total of 20 towing trucks for the entire city and very less number of impoundment

areas

iv. There are only eight impoundment areas in the entire city and are gradually being used by the

municipal authority to build different facilities like shopping complexes and public buildings.

v. Majority of the parking infringements are settled on site through bribes which is usually an

amount of 50 Rs. For 2-wheeler and 100 Rs. for 4-wheeler against an official fine of 100 Rs.

and 200 Rs. respectively.

vi. Condition of towing fleet is bad with several breakdowns of towing trucks and absenteeism of

towing crew.

vii. Growing number of vehicles in the city is major hurdle for a limited number of traffic officials

since it becomes difficult for them to control such a huge volume

viii. Number of infringement on majority of the streets exceed beyond the capacity of towing crew

deployed for particular street or area.

ix. Lack of awareness among the citizens towards traffic rules and parking behavior is also one of

the major contributing reasons for deteriorated parking and traffic conditions in the city.


96

Recommendations for Enforcement

i. Penalties for parking or traffic infringements should be increased from the existing levels since

amount spent by the offender to bribe the official is highly affordable

ii. Incentive mechanism should be introduced and towing crew and police official should be

incentivized from the penalty charges collected from the offender

iii. Currently payment to outsourced towing operators is done on daily mileage basis which

should be converted to reported number of infringements per day

iv. Training of the enforcement crew should be done to minimize inefficiency and spread

awareness among citizens for traffic and parking rules

v. Involvement of media should be done to spread information of parking improvement program

and involvement of all the stakeholders should be done by conducting seminars and public

campaigns

vi. Fleet size in form of towing cranes, towing crew, interceptor vans, enforcement inventory etc.

should be increased from revenues collected from parking


97

Chapter 6: Conclusion and Recommended Policy Directives

Conclusion has been presented in form of policy directives that have been derived from the analysis and

observations of the study undertaken. Following is a draft of policy directives that can be recommended

to the policy maker for formulating a detailed parking policy for the city and parking demand

management programs.

We recommend that AMC/AUDA adopt a comprehensive parking management system with the

following goals:

Improving the quality of public spaces for pedestrians, cyclists, and hawkers

Reducing pollution, noise, and congestion by discouraging the use of private motor vehicles

Raising revenue for public transport and for bicycle and pedestrian infrastructure

As a first step, we suggest that AMC/AUDA implement pricing pilot schemes in two or three business

districts. In the long-run, AMC/AUDA should create a structured and organized parking plan for the

entire city, based on the density and character (residential, commercial, mixed use, etc) of each area. The

plan should address on-street parking as well as the Development Control Regulations that govern the

provision of off-street parking. The following policies guidelines/recommendations can help guide the

pilot projects and the drafting of the overall parking plan.

(1) On a case-by-case basis, AMC/AUDA will designate areas where parking is allowed.

Haphazard parking interrupts pedestrian space and creates congestion by blocking the movement of

through traffic. Based on the amount of vehicular traffic on each road, AMC/AUDA should

determine how much road space can be allocated for parking where necessary. The parking areas can

be delineated through curbs, painted lines, and/or signage. CG Road is one example of a location

where physical restructuring of the road space has helped define where parking is permitted.

(2) AMC/AUDA will charge private motor vehicle users to park in designated parking areas.

Motor vehicle users do not pay the full cost of the public streets on which they operate and park their

vehicles. A parking charge can help ensure that these costs are borne by motor vehicle users rather

than the public at large. Parking fees are consistent with the National Urban Transport Policy, which

calls on local bodies to institute “a high parking fee that truly represents the value of the land

occupied.”

(3) AMC/AUDA will fine and/or tow vehicles that are parked outside the designated areas.

AMC/AUDA will forgo revenue if people can avoid paying by parking outside the area where

parking is charged. For example, car drivers who park on CG Road‟s main carriageway can avoid

paying the fee that is charged for parking in the bays accessed via the service lane. Where parking


98

causes congestion, enforcement can help prevent parked vehicles from encroaching on the area

reserved for through movement.

(4) Fees will be set to maintain an 85 percent occupancy level. Fees will vary geographically, by

duration, and/or by time of day. The fee schedule will discourage long-term parking.

Parking fees will be calibrated according to local circumstances since parking demand varies over

the course of the day and from one part of the city to another. The fee will be raised to the point at

which most parking spaces are occupied, but not so high that drivers circle around looking for an

open area in which to park. International experience suggests that this balance can be struck at an 85

percent occupancy level. The rate can increase as a function of time to discourage all-day parking.

Many prime on-street parking spaces are occupied by shopkeepers' vehicles for the entire day,

reducing the amount of space available to customers. Variable charges are recommended in the

National Urban Transport Policy.

(5) The fee for four-wheelers will be five times the fee for two-wheelers. Cyclists will not be

charged.

The differentiated fee structure reflects the fact that cars produce higher greenhouse gas emissions

and occupy more road space than two-wheelers. The parking policy aims to promote non-motorised

transport, so cyclists do not pay parking fees.

(6) A major share of the parking fee revenue will be returned to the area where it was collected.

To ensure that parking fees result in tangible benefits in the areas where they are collected, a share of

the parking revenue will be returned for local projects, which could include the construction of

footpaths, tree planting, or traffic safety improvements.

(7) AMC/AUDA will not spend public funds to build off-street parking.

Scarce public funds are better spent improving the public transport system and building pedestrian

and cycle infrastructure than building off-street parking. If AMC/AUDA begin charging for on-street

parking, building owners and developers will have more of an incentive to provide off-street parking,

at no cost to AMC/AUDA.

(8) AMC/AUDA will avoid conversion of existing open spaces which have potential for multiuse

activities and ecological value into multi storied parking structures.

(9) AMC/AUDA will urge the Gujarat government to reduce and/or eliminate ‘minimum’ parking

requirements in the General Development Control Regulations.

The current „minimum‟ parking requirements calls for a fixed amount of parking, whether or not

future residents or commercial customers are likely to need the space and regardless of the

neighbourhood context. For example, a centrally-located middle-income housing complex is required

to have the same proportion of floor area dedicated to parking as a high-end residential building on

the outskirts of the city whose residents will own cars. If AMC/AUDA limit on-street parking, then


99

developers will have an incentive to provide off-street parking whether or not the Development

Control Regulations require them to do so.

(10) AMC/AUDA will encourage residential building owners to sell or rent parking spaces

separately from the residential space itself. AMC/AUDA will help facilitate shared parking

arrangements among building owners.

Presently all residents of a building end up paying equal fractions of the capital and maintenance

costs of the parking area, whether or not they actually park vehicles there. “Unbundled” parking will

reward those who do not own vehicles. Under shared parking agreements, daytime and night time

users can share the same parking lot, thereby reducing the overall area required. For example, a

residential building could make some spaces available to office workers since the residents take their

vehicles out during the day.


100

Annexure

Annexure A: Shops/Offices questionnaire

Surveyor

Respondent

Shop/Office Name

Type of Business

Shop / Office Area Time since here

Sex Age Employee/Employer No. of Employees

Working Hours

Number and Type of vehicles brought by the staff

cycle 2w 3w 4w others

Monthly Business

weekdays weekends

Customers Visit weekdays weekends

number of trips per day by vehicle type

cycle 2w 3w 4w others

Parking area On Street

Off Street

If Off street then Shared Exclusiv

e

Paid Not Paid

Fare 2W 4W Others

Rank on a scale of 1-4 , parking difficulty for staff and visitors

1 Highly difficult

2 Difficult 3 Moderate

4 Easy

visitors parking area

On Street

Off Street


e

Paid Not Paid

Fare 2W 4W Others

Rate on a scale of 1-5 the level of security in parking

comment on the parking conditions in your localty


101

Annexure B: Parking Vehicle questionnaire

Surveyor

Respondent

Type of Vehicle

Profession

Trip Purpose Frequency of trips

Parking Duration (min) or

Time of Arrival Time of

Departure

Type of Parking On

Street

Off Street

number of trips per day on the vehicle


e Paid

Not Paid

Fare 2W 4W Others

Rank on a scale of 1-4 , parking difficulty

1 Highly difficult

2 Difficult 3 Moderate 4 Easy

Rate on a scale of 1-5 the level of security in parking

If provided with regulated parking how much are you willing to pay

comment on the parking conditions in your localty

Annexure C: On Street Parking Duration

Parking Lot 1 cycle time of entry time of exit parking duration

x1

x2

x3

x4

…..

xn

2 Wheeler

x1

x2

x3

x4

…..

xn


102

Annexure D: Parking Volume Counts - On Street Parking

Date Location Direction Surveyor

Vehicle type

Sr.No. Time Cycles 2Wheelers Cars Buses Auto Riskshaw Others Total


103

References

Barbara J. Chance, Summary of the Beirut On-Street Parking Improvement Program, World Parking

Symposium III, 2001.

BPMC (Bombay Provincial Municipal Corporation) Gujarat Act, 1999 (Act No. 3 of 1999.

David King, Michael Manville, Donald Shoup, Elsevier, The political calculus of congestion pricing,

Transport Policy 14 (2007) 111–123.

Deren Han, Hai Yang, Congestion pricing in the absence of demand functions, Elsevier,

Transportation Research Part E 45 (2009) 159–171.

Detail Project Report, BRTS Phase-II, Ahmedabad Municipal Corporation, August 2008.

Donald Shoup, The high cost of free parking, Journal of Planning and Education Research, 2001, vol.

17, pp. 3-20.

Economic Survey of Delhi, Chapter – 12, Transport, 2005-06.

Environmental Pollution (Control and Prevention) Authority, Briefing Paper, Feb 5, 2009.

Gujarat Development Control Regulations, 1999.

Ian Maher, Pricing Municipal Parking to Enable Mobility, Science Direct, 2002.

Khanna S.K., Justo C.E.C, Highway and Transportation Engineering, Nemchand Brothers, 1976.

National Urban Transport Policy, Ministry of Urban Development, GoI, 2001.

Perth Parking Policy, Transport Report 393, May 1998.

Robert W. Poole, Jr. and Benjamin Dachis, Congestion Pricing for the New York Airports: Reducing

Delays while Promoting Growth and Competition, December 2007.

TDM Encyclopaedia, VTPI, Parking Evaluation, Evaluating Parking Problems, Solutions, Costs, and

Benefits, 22nd July 2008.

management plan for parking in ahmedabad

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