ESTIMATION AND IMPROVEMENT OF VARIOUS

PARKING FACILITIES PRESENT AT

LOVELY PROFESSIONAL UNIVERSITY
A CAPSTONE PROJECT REPORT
Submitted by

SITESH KUMAR SINGH

ASHISH MOHAN GUPTA
UJJWAL CHOPRA
RITESH SINGH
in partial fulfillment for the award of the degree
of

BACHELOR OF TECHNOLOGY
IN
CIVIL ENGINEERING

Under The Guidance of

Humaib Nasir
Lecturer

Submitted by:
Sitesh Kumar Singh (Reg.No.-11108667)
Ashish Mohan Gupta(Reg.No.-11008836)
Ujjwal Chopra
(Reg.No.-11004614)
Ritesh Singh
(Reg.No.-11010719)

LOVELY PROFESSIONAL UNIVERSITY

Phagwara 144411, Punjab (India)
1

LOVELY PROFESSIONAL UNIVERSITY

CERTIFICATE
Certified that this project report entitled ESTIMATION AND
IMPROVEMENT OF VARIOUS PARKING FACILITIES PRESENT AT
LOVELY PROFESSIONAL UNIVERSITY submitted by SITESH
KUMAR SINGH, Reg. No: 11108667, ASHISH MOHAN GUPTA, Reg.
No: 11008836, UJJWAL CHOPRA, Reg. No.: 11004614, RITESH SINGH,
Reg. No.: 11010719 student of Civil Engineering Department, Lovely
Professional University, Phagwara, Punjab who had carried out the project
work under my supervision.
This report has not been submitted to any other university or institution for the
award of any degree.

SIGNATURE

SIGNATURE

Mrs. Dolonchapa Prabhakar

HEAD OF THE DEPARTMENT

Humaib Nasir
SUPERVISOR
Lecturer

Department Of Civil Engineering

Department Of Civil Engineering

ABSTRACT
In the Estimation and Improvement of Various Parking Facilities at Lovely
Professional University we collected data from different parking space of our
University. Initially we figured out what is the variation of PCU (Passenger Car
Unit) with a certain time and then we compared all these data with the help of
t- test to find out whether these parking pattern and demand are same or
different. In another part we find out the spatial and temporal distribution of
NH-01 to LPU road traffic vehicle, here spatial distribution is the variation of
PCU with distance and in temporal distribution variation of PCU with time.
The obtained data of parking pattern and parking demand, it tells about the need
of improvement in parking facilities. According to the need of parking, a
solution model of parking had been presented by us telling how to enhance the
parking demands with the parking design methods, parking lot design and the
methods of greening parking lot design.
Parking lot design provides proper alignment of parking places and makes the
parking place enhanced and reduces the trafficking in parking places. Greening
parking lot gives a green way for parking places i.e, ecofriendly environment of
parking places which maintains the temperature of parking places, protects the
vehicles from heat and gives a cool environment.

ACKNOWLEDGEMENT
We want to thank Lovely Professional University, Punjab for providing me the
open door to utilize their assets and work in such a challenging environment.
First and foremost we take this opportunity to express our deepest sense of
gratitude to our guide Humaib Nasir for his able guidance during our project
work. This project would not have been possible without his help and the
valuable time that he has given us amidst his busy schedule.
I would also like to extend my gratitude to Mrs. Dolonchapa Prabhakar, Head
of Department, School of Civil Engineering, who has always encouraged and
supported in doing our work.
Last but not the least I would like to thank all the staff members of Department
of Civil Engineering and University who have been very cooperative with us.
Sitesh Kumar Singh
Reg.No.:11108667
B.Tech-M.Tech(Dual Degree)-CE
Ashish Mohan Gupta
Reg.No.:11008836
B.Tech-CE
Ujjwal Chopra
Reg.No.:11004614
B.Tech-CE
Ritesh Singh
Reg.No.:11010719
B.Tech-CE
Dept. of Civil Engineering,
Lovely Professional University, Punjab

DECLARATION
We hereby declare that the project work entitled ESTIMATION AND
IMPROVEMENT OF VARIOUS PARKING FACILITIES PRESENT AT
LOVELY PROFESSIONAL UNIVERSITY is an authentic record of our
own work carried out as requirements of Capstone Project for the award of
degree of B.Tech in Civil Engineering from Lovely Professional University,
Phagwara, under the guidance of Humaib Nasir, during August to December,
2014.
Sitesh Kumar Singh
Reg. No.: 11108667

(Signature of Student)
Ashish Mohan Gupta
Reg.No.:11008836

(Signature of Student)
Ujjwal Chopra
Reg.No.:11004614

(Signature of Student)
Ritesh Singh
Reg.No.:11010719

(Signature of Student)

TABLE OF CONTENT
Sr.NO.

CONTENT

PAGE NO.

ABSTRACT .... 3
LIST OF TABLE .... 7
LIST OF FIGURES .... 8
LIST OF SYMBOLS ...... 9
1. Introduction ... 10 - 13
1.1. Types of Parking Pattern .. 10
1.2. Parking demand Characteristics ... 10
1.3. Passenger Car Unit ... 11
1.4. Data Collection Methodology .. 13
2. Literature Review .. 14 - 17
2.1. Parking Studies . 14
2.2. Case Studies . 15
3. Empirical Study . 18 - 30
3.1. Data Collection Site ..... 18
3.2. Data Collection Methodology ...... 18
3.3. Data Analysis and its Methodology ..... 18
3.4. Comparison of Data . 25
3.5. Impact Study ........ 27
4. Rationale and Scope of Study .. 31
5. Objective and Hypothesis of Study . 32
6. Expected Outcomes of Study ... 33
7. Improvement Methodology .. 34 - 50
7.1. Problem Encountered ... 34
7.2. Solution Techniques and Improvement .... 35
7.3. Parking Design . 36
7.4. Parking Lot Design ....... 42
7.5. Greening Surface Parking Lot .. 47
8. Result and Discussion ... 52
9. Conclusion of Report .... 53
10. Appendices .... 53 - 61
10.1. Appendix-I PCU values of vehicle classes .......... 53
10.2. Appendix-II Tentative equivalency factor.... 53
10.3. Appendix-III Parking Plan of Sector-1. 54
10.4. Appendix-IV Parking Plan of Sector-2. 55
10.5. Appendix-V Parking Plan of Sector-3 . 56
10.6. Appendix-VI Parking Plan of Sector-4 .57
10.7. Appendix-VII Data Collection Photographs 58
11. References and Bibliography .................. 62
6

LIST OF TABLES
Sr.No.
01.
02.
03.
04.
05.
06.
07.
08.
09.
10.
11.
12.
13.

Description
PCU factor for different type of vehicle
PCU for Eastern Gate Parking
PCU for Main gate-1A parking
PCU for Inside Western Gate Parking
PCU for Main Parking
PCU for SBRM Hospital Parking
PCU for Southern Gate Parking
Comparison of mean of the PCU by t-test
Total number of vehicle for stretch-1
Total number of vehicle for stretch-2
Accessible parking requirements
PCU values of vehicle class
Tentative equivalency factor suggested by IRC

Page No.
13
19
20
21
22
23
24
25
29
29
43
53
53

LIST OF FIGURES
Sr.No.
Description
01.
Graph: Variation of PCU with time of Eastern Gate
Parking
02.
Graph: Variation of PCU with time of Main Gate1A Parking
03.
Graph: Variation of PCU with time of Inside
Western Gate Parking
04.
Graph: Variation of PCU with time of Main
Parking
05.
Graph: Variation of PCU with time of SBRM
Hospital Parking
06.
Graph: Variation of PCU with time of Southern
Gate Parking
07.
Graph: Spatial Variation
08.
Graph: Temporal Variation
09.
Design of Parking Modules, Circulation roadways
and Ramps
10.
Design of Bays
11.
Angle parking aisle
12.
Angle parking module layout
13.
Wheel Stop Distance
14.
Size of accessible parking spaces
15.
Aisle width
16.
Pedestrian circulation
17.
Greening surfaces
18.
Design concept of Pedestrian pathway with single
row of shade tree
19.
Open joint pavers
20.
Permeable paving
21.
Site of Eastern Gate Parking
22.
Site of Main Gate-1A Parking
23.
Site of Inside Western Gate Parking
24.
Site of Main Parking
25.
Site of SBRM Hospital Parking
26.
Site of Southern Gate Parking
27.
Sites of Impact Study

Page No.
19
20
21
22
23
24
29
30
36
39
40
40
41
44
44
45
47
49
49
50
58
58
59
59
60
60
61

LIST OF SYMBOLS, ABBREVIATIONS AND

NOMENCLATURE
Sr.No.
01.
02.
03.
04.
05.
06.
07.
08.
09.
10.
11.
12.
13.
14.

Symbol/Avv./Nom.
PCU
Reg.
LPU
IRC
UCLA
ISSN
GIS
NH
Km
NMV
M
Mm
Ft
LID

Description
Passenger Car Unit
Registration
Lovely Professional University
Indian Road Congress
University Of California
International Standard Serial Number
Geographical Information System
National Highway
Kilometers
Non motorized Vehicle
Meter
Millimeter
Feet
Low Impact Development

CHAPTER:1: INTRODUCTION
As we all know that Lovely Professional University is one of the largest
University of India spread in 600+ acres campus area and 50,000 + population.
Most of the people have their own vehicles, so there is a huge demand of proper
parking space. In order to study the parking demand and providing a suitable
solution, this project is all about.
Proper design of parking space is very important for good transporting system.
If there will be lack of parking space and facility then it will be a chaotic
condition for everyone. But designing of any parking space is not a easy job. It
seeks a lot of parameters which we need to know, we need to find out with the
help of simple data by applying some technique.
There are two type of parking pattern:
1.1. Types of parking pattern
1.1.1. On street parking
It is having two types:
a). Parallel parking
b). Angle parking
1.1.2. Off street parking
Off street parking are having five types:
a). Surface car parking
b). Multistory car parking
c). Roof parking
d). Mechanical car parking
e). Underground car parking
1.2.Parking demand characteristics
There are four type of characteristic demand. This is having full impact on
parking demand.
1.2.1. Parking accumulation
It is defined as the number of parked vehicle at a specified time is called
Parking accumulation.
1.2.2. Parking duration
Parking duration is defined as the length of time for which vehicle uses the
facility.

10

1.2.3. Parking volume

Parking volume means number of vehicle involved in parking activity is called
parking volume.
1.2.4. Occupancy
It is defined as the ratio of number of vehicles using parking facility to the
number of parking facility available at a specified time.
1.3.PCU (Passenger Car Unit)
Different class of vehicles such as cars, vans, buses, trucks, auto rickshaw,
motor cycles, pedal cycles, bullock carts, etc. are found to use the common
roadway facilities without segregation on most of the roads in developing
countries like India.The flow of traffic with unrestricted mixing of different
vehicle classes on the roadways form the heterogeneous traffic flow or the
mixed traffic flow. The different vehicle classes have a wide range of static
characteristics such as length, width, etc. and dynamic characteristics such as
speed, acceleration, etc. Apart from these, the driver behavior of the different
vehicle classes is also found to vary considerably. Therefore the mixed traffic
flow characteristics are very much complex when compared to homogeneous
traffic consisting the passenger car only. It is rather difficult to estimate the
traffic volume and capacities of roadway facilities under mixed traffic flow,
unless the different vehicle classes are converted to one common standard
vehicle unit. It is common practice to consider the passenger car as the standard
vehicle unit to convert the other vehicle classes and this unit is called Passenger
Car Unit or PCU. Thus in mixed traffic flow, the traffic volume and capacity are
generally expressed as PCU per hour or PCU/lane/hour and the traffic density as
PCU per kilometer length of lane.
The PCU may be consider as a measure of the relative space requirement of a
vehicle class compared to that of a passenger car under a specified set of
roadway, traffic and other conditions. If the addition of one vehicle of a
particular class in the traffic stream produces the same effect as that due to the
addition of one passenger car, then that vehicle class is considered equivalent to
the passenger car with a PCU value equal to 1.0. The PCU value of a vehicle
class may be considered as the ratio of the capacity of a roadway when there are
passenger cars only to the capacity of the same roadway when there are
passenger cars only to the capacity of the same roadway when there are vehicles
of that class only.
PCU is an interference value which is being used to change a vehicle in to its
equivalent passenger car unit. The equivalent PCUs of different vehicle
categories does not remain same under different circumstances. According to
IRC-106 following are the PCU value of different vehicles.

11

Factors affecting PCU values:

i.
Vehicles characteristics such as dimensions, speed, acceleration and
braking characteristics.
ii.
Transverse and longitudinal gaps or clearances between moving
vehicles which depends upon the speeds, driver characteristics and the
vehicle classes at the adjoining spaces.
iii. Traffic stream characteristics such as composition of different vehicle
classes, mean speed and speed distribution of the mixed traffic stream,
volume to capacity ratio, etc.
iv.
Roadway characteristics such as road geometries including gradient,
curve, etc. access controls, rural or urban road, presence of
intersections and the types of intersections.
v.
Regulation and control of traffic such as speed limit, one way traffic,
presence of different traffic control devices, etc.
vi.
Environmental and climatic conditions.
Therefore the PCU value of a particular vehicle class may not remain a constant
value as generally assumed.
The important factors taken into account for a simple analysis of PCU values of
different vehicle classes are:
a. Average speed of the vehicle class under the prevailing roadway and
traffic conditions within the desired speed range.
b. Average length and width of the vehicle class.
c. Average transverse gap and longitudinal gap allowed between the
vehicles of the same class in the speed range under consideration, during
compact stream flow.
Based on the above factors, three different sets of PCU values have been
worked out for:
1. Urban roads, mid block sections
2. Signalized intersections
3. Kerb parking.
These are presented in Appendix I.

12

Table:1: PCU factor for different type of vehicle

Sr.No.
Vehicle Type
Fast Vehicles
1.
Two wheeler motor cycle or scooter etc
2.
Passenger car pick up van
3.
Auto rickshaw
4.
Light commercial vehicle
5.
Truck or Bus
6.
Agricultural tractor trailer
Slow Vehicles
1.
Cycle
2.
Cycle Rickshaw
3.
Tonga (horse drawn vehicle)
4.
Hand cart

PCU
0.5
1.0
1.2
1.4
2.2
4.0
0.4
1.5
1.5
2.0

1.4.Data collection methodology

There is two type of data collection methodology for study of parking survey.
1.4.1.Beat survey:
To accommodate at least six to eight beats the data is analyzed to determine (for
each vehicle) the number of beats n in which they are present. The parking
duration of Ith vehicle is taken as nI*beat duration. If such a vehicle pass
through nj beats then the parking duration will be at least nj*beta duration. The
arrival rate of vehicle between second and third beats with the beat duration is
t.

1.4.2.Continuous survey:
In continuous survey initially we use to note down the distinguish feature of the
vehicles. Then we note down its arrival time and departure time at the entry
place. Then parking duration will be equal to the difference between departure
time and arrival time. Then we have to find out dimension of the shopping area.
We should measure the approximate length and width of the shopping area.
Now with the help of length and width we can find out the shopping area then
parking space for vehicles.

13

CHAPTER:2: LITERATURE REVIEW

2.1. Parking Studies
The demand by automobile users of parking space is one of the major problems
of highway transportation, especially in metropolitan cities. In industrial,
commercial and residential places with multi-storeyed buildings, demand is
particularly high. Parking studies are useful to evaluate the facilities available.
Various aspects to be investigated during parking studies are:
i.

Parking demand

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

methods is by making counts of the selected area and recording
accumulation of vehicles during the peak hours by subtracting the outgoing
traffic from the traffic volume entering the cordoned area.
Only other method is by counting the number of vehicles parked in the area
under study during different periods of the day; this method is useful when
the parking demand is less than the space available for parking. By noting
the registration number of each parked vehicle at any desired time interval
(such as 30 minute, one hour, etc.) it is possible to estimate the duration of
parking of each vehicle at the parking area. Another useful method of field
study is by interviewing the drivers of parked vehicles, show owners and
others vehicle owners in the locality. This method is very useful when the
parking demand in the study area is higher than the parking spaces available.
ii.

Parking Characteristics

The study is directed to note the present parking practices prevalent in the
area under consideration and the general problems in parking. In case of kerb
parking, it is also necessary to study the parking pattern, interference to
smooth flow of traffic and the accidents involved during parking and unparking operations.
iii.

Parking Space Inventory

The area under study is fully surveyed and a map is prepared showing all
places where kerb parking and off-street parking facilities can be provided to
meet the parking demands. The traffic engineer has to strike a balance
between capacity and parking demands and to design proper facilities for
parking.
14

2.2. Case Studies

2.2.1. Parking on a Smart Campus (Lessons for Universities and Cities):
Donald Shoup, Professor, Department of Urban Planning, UCLA School of Public Affairs

Big universities are like small cities. They contain athletic facilities, concert
halls, housing, hospitals, libraries, museums, offices, parking, restaurants,
stores, theaters, and, of course, classrooms. Big universities also face urban
transportation problems, and a few of them have pioneered several pricing
reformssuch as offering fare-free public transit and charging market prices for
parkingthat have produced promising results. These results suggest that many
universities and cities can adopt similar reforms to reduce congestion, clean the
air, conserve energy, and improve urban life. I will focus here on how
universities and cities can benefit from market prices for parking.
2.2.2. Campus Parking Problems:
University of California president Clark Kerr wrote in his Godkin Lectures at
Harvard, I have sometimes thought of the modern university as a series of
individual faculty entrepreneurs held together by a common grievance over
parking.1 Earlier, when he was chancellor of the Berkeley campus, he said,
The chancellors job has come to be defined as providing parking for the
faculty, sex for the students, and athletics for the alumni. Unfortunately, the
campus parking problem has only gotten worse; in 2003, UCLA Chancellor
Albert Carnesale recalled Kerrs view of the chancellors job, and said, At
UCLA, parking is the most important issue for everyone.
UCLA has 22,000 parking spaces, more than only two other universities in the
country (the University of Florida and Ohio State).When three parking
structures now being built at a cost $50 million are finished, UCLA will have
more parking spaces than any other university in the United Statesand
probably the world. How can parking be the most important issue at UCLA
when a raw shortage is obviously not the reason? I will argue that inept, nonmarket parking prices, rather than a scarcity of parking spaces, creates the
parking problem not only at UCLA but also at most other universities.
We can distinguish between two main approaches to campus parking policy
political and economic. The political approach relies on administrative rules that
allocate parking according to status and need, while the economic approach
relies on markets. Most universities rely mainly on rules to manage campus
parking, while in my view they should make better use of markets.
In discussing ways to solve problems, Berkeley professors of urban planning
Horst Rittel and Melvin Webber wrote: The information needed to understand
the problem depends upon ones idea for solving it. . . . The problem cant be
defined until the solution has been found. In the spirit of this intriguing
15

statement, I will first discuss how universities create many problems when
administrators distribute parking according to need, and then explore how
using market prices to allocate parking spaces can solve the campus parking
problem.
2.2.3. An Analysis of the Spatial Distribution of Parking Supply Policy and
Demand:
Young, Beaton, Satgunarajah (department of civil engineering, Monash
University, Victoria, Australia,2010) studied the spatial distribution of parking
of Melbourne City. Parking facility is one of the important transport facility in
urban area specially the central districts having high retail activity &
employment opportunities. Parking policies & pricing impacts the entire city
transportation & land use. Transport planner & Land use planner look for
parking places differently. Spatial integration of parking, land use & transport
facility is ignored. Parking influences the spatial distribution of transport use &
viability of development. Parking should be considered as at metropolitan level
than to consider for a particular region.
2.2.4. Behavioral Characteristics for Car Parking Demand(A Case Study of
Kolkata):
Generalized parking rates are assumed for estimating the parking demand &
other parameters are ignored. Chakrabarty & Mazumdar (Institute of town
planner, India journal 7-4, of December 2010) in this paper took into
consideration various behavioral characteristics of parking demand for various
trips, location & with various urban areas. Various factors influencing the
parking demand & also their influence on each other was tried to find out.
2.2.5. Analysis on Parking Demand of the Commercial Buildings Considering
the Public Transport Accessibility:
Qin, Xiao, Gan, Pan (nature and science. 2010; 8(3): 63-68), [ISSN: 15450740]analyzed the parking demand of shopping centre & markets from the data
obtained by conducting parking demand survey at various locations of Bejing.
Relationship between parking demand & transport accessibility was analyzed.
Parking demand decreases with good & efficient transport facility. Parking
demand rate with different public transport accessibility was determined & a
parking demand model with different accessibility was provided.

16

2.2.6. Attitudes and Behavioral Response to Parking Measures:

Warden, Borgers, TImmermans (Urban planning group, Eindhoven University
of technology, March 2006) studied attitude & behavioral responses of car
drivers to planned parking measures at campus of the Eindhoven University of
Technology, the Netherlands. In an on-street questionnaire, car drivers were
asked their opinion about restricting access to the campus area for cars of nonuniversity car drivers through (i) a barrier, (ii) proper identification when
entering the campus area, and (iii) payment. The response of more than 700 car
drivers was used in multinomial logit analysis. Most drivers wanted to continue
into the University campus by car. Half of the car driver responded they would
change their mode of transport or park car outside the campus if they have to
pay parking fee.
2.2.7. Characterizing Parking Spaces Using Survey Data:
Parking spaces are strategic commodities of modern day transport facility. Few
dataset allows precisely measuring the use of spaces in terms of population,
segments, activity types & duration. Morency & Trepainer (Interuniversity
Research centre on enterprise networks, logistics and transportation (CIRRELT)
2008) proposed empirical measures & methods regarding the use of parking
space in a strategic urban area. Large survey was conducted representing 5% of
the population of Montreal. Car driver heading towards the area enquired
regarding the type of parking space. Parking spaces were classified according to
their jurisdiction (private/public), location (indoor/on the street/outdoor) and
rates (free/fee charging/subsidized by the employer). Using these data, statistics
describing the use of these spaces are developed. On the one hand, people
benefiting from the various types of parking spaces are described in terms of
residence location, demographic attributes and type of activity.
2.2.8. Parking Site Selection Management Using Fuzzy Logic And Multi
Criteria Decision Making:
Population growth, sprawling of cities and increasing of vehicles result in heavy
traffic and prolonged city trips. Utilizing public parkings regarded as an
effective approach to abate traffic load in city centers, in that spaces designated
for vehicles parking along the roads would be freed, and consequently the
usable space of the roads would increase, which in turn would contribute to the
smooth flow of traffic. Farzanmanesh, Ghaziasgari and Abdullah(Department of
environmental sciences, university Putra Malaysia2008) described an ideal
method for parking site selection by the use of GIS, fuzzy logic and weighting
criteria to determine proper parking sites. Suitable place for parking is selected
for one of the high traffic regions of Esfahan city in Iran.
17

CHAPTER:3: EMPIRICAL STUDY

3.1.Data Collection site
There are several parking places inside LPU. We collected data from different
major site inside Lovely Professional University Campus. There are some minor
sites e.g. hostel parking, apartment parking, etc. But we had collected data of
only major parking site. The data collection process carried out on working days
of the University.
a. LPU Site (Major) :
3.1.1. Eastern Gate Parking (Block-1 parking)
3.1.2. Main Gate-1A Parking
3.1.3. Inside Western Gate Parking (Law Gate parking)
3.1.4. Main Parking (In front of 28 block)
3.1.5. SBRM Hospital Parking
3.1.6. Southern Gate Parking (55-58 block parking)
b. Study of impact of on street parking on flow and speed of the traffic on NH01 to LPU main gate road 500 meters.
3.2.Data collection methodology
Discussing about the data collected in LPU campus, we collected all these data
from different site in LPU at the same time from 8 am to 10 am as this time is
for college start hours. We surveyed all the the above given parking place, from
this survey we got how many two wheeler motorized and non motorized
vehicle, four wheeler vehicles, three wheeler vehicles are being crossing the
road in LPU and being parked at a specified parking place.
3.3.Data analysis and methodology
LPU data: From all these six site we have collected the data. After collection of
data we convert all these vehicles in terms of PCU (Passenger Car Unit) by
multiplying it with its corresponding PCU factor which is described in IRC-6.

18

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

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

Table 3.1.PCU for Eastern Gate Parking (Block-1 parking)

TIME

CYCLE

TWO WHEELER

FOUR WHEELER

PCU

08:00
08:15
08:30
08:45
09:00
09:15
09:30
09:45

00
00
06
08
09
12
06
03

00
03
08
12
03
02
03
01

02
02
04
06
03
01
04
01

02.8
04.3
12.0
17.6
09.3
07.2
09.5
03.1

Graph: Variation of PCU with time

Variation of PCU with time

20
18
16
14

PCU

12
10
Variation of PCU with time

8
6
4
2
0
8:00

8:15

8:30

8:45

9:00

9:15

9:30

9:45

Time
Fig.1
19

b). Main Gate-1A parking:

We did survey at this site on 17th September 2014 from 08.00 am to 10.00 am.

Table 3.2.PCU for Main Gate 1A parking

TWO WHEELER FOUR WHEELER
TIME
08:00
18
02
08:15
38
06
08:30
46
14
08:45
82
02
09:00
42
12
09:15
49
14
09:30
35
08
09:45
42
02

PCU
11.8
27.4
42.6
43.8
37.8
44.1
29.2
23.4

Graph: Variation of PCU with time.

Variation of PCU with time

50
45
40
35

PCU

30
25
Variation of PCU with time

20
15
10
5
0
8:00

8:15

8:30

8:45

9:00

9:15

9:30

9:45

Time

Fig.2
20

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

We did survey at this site on 24th September 2014 from 08.00 am to 10.00 am.

Table 3.3.PCU for Inside Western Gate Parking (Law Gate parking)
TWO WHEELER FOUR WHEELER
TIME
CYCLE
08:00
02
03
02
08:15
01
00
01
08:30
04
02
02
08:45
08
06
04
09:00
03
02
02
09:15
04
02
01
09:30
02
04
02
09:45
04
08
01

PCU
05.1
01.8
05.4
11.8
05.0
04.0
05.6
07.0

Graph: Variation of PCU with time.

Variation of PCU with time

14
12

PCU

10
8
6

Variation of PCU with time

4
2
0
8:00

8:15

8:30

8:45

9:00

9:15

9:30

9:45

Time
Fig.3
21

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

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

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

TWO WHEELER FOUR WHEELER
TIME
CYCLE
08:00
18
24
14
08:15
06
18
06
08:30
03
21
18
08:45
22
68
56
09:00
08
22
21
09:15
06
18
20
09:30
21
32
24
09:45
36
52
52

PCU
38.8
19.8
36.9
121.2
43.6
39.4
58.0
113.2

Graph: Variation of PCU with time.

Variation of PCU with time

140
120

PCU

100
80
60

Variation of PCU with time

40
20
0
8:00

8:15

8:30

8:45

9:00

9:15

9:30

9:45

Time
Fig.4
22

e). SBRM Hospital Parking:

We did survey at this site on 22nd October 2014 from 08.00 am to 10.00 am.

Table 3.5.PCU for SBRM Hospital Parking

TWO WHEELER
TIME
CYCLE
08:00
06
04
08:15
03
06
08:30
04
08
08:45
18
22
09:00
06
09
09:15
04
12
09:30
06
18
09:45
10
22

FOUR WHEELER

03
02
01
08
04
03
02
08

PCU
08.6
07.0
07.0
29.4
12.5
11.8
14.2
26.2

Graph: Variation of PCU with time.

Variation of PCU with time

35
30
25

PCU

20
15

Variation of PCU with time

10
5
0
8:00

8:15

8:30

8:45

9:00

9:15

9:30

9:45

Time

Fig.5
23

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

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

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

TWO WHEELER FOUR WHEELER
TIME
CYCLE
08:00
06
22
06
08:15
02
08
03
08:30
06
18
12
08:45
22
98
36
09:00
04
18
06
09:15
03
22
08
09:30
12
56
12
09:45
18
58
21

PCU
21.8
09.0
28.2
108.2
54.0
23.4
49.6
65.6

Graph: Variation of PCU with time.

Variation of PCU with time

120

100

PCU

80

60
Variation of PCU with time
40

20

0
8:00 8:15 8:30 8:45 9:00 9:15 9:30 9:45

Time
Fig.6
24

3.4.Comparison of all these data:

We compared all these data with each other to find out that either these parking
pattern are different or not.. Now question is which test we should apply. Here
we are applying t-test, the reason behind this is we have less number of
samples so we cannot go for any other test.
t-test:

t-indicates the t-value, while X bar denotes mean. First we find out the value
of degree of freedom (i.e. d.f.) for finding out this d.f. we need number of
sample (n) so we will get the value of d.f.. After that we will find the tvalue (this will be t-critical value).
So, at 8 % significance level, t-Critical should be 2.306004.
By putting the values in the formula, we get t-stat. Now if t-stat will be greater
than t-critical then our parking pattern is different otherwise it will not be
different.
So, here we compared all of the above data for mean of PCUs and for the
intercept of the straight lines.
Table 3.7 Comparison of mean of the PCU by t-test
Sr.No. Parking Place
t-Critical
1.
Main Gate-1A & Eastern Gate
2.306004
2.
Main Gate-1A & Inside Western Gate 2.306004
3.
Main Parking & Main Gate-1A
2.306004
4.
Main gate-1A & SBRM Hospital
2.306004
5.
Southern Gate & Inside Western Gate 2.306004
6.
Main Parking & Inside Western Gate 2.306004
7.
Eastern Gate & Inside Western Gate
2.306004
8.
Southern Gate & Main Gate-1A
2.306004
9.
Southern Gate & Eastern Gate
2.306004
10.
Main Parking & Southern Gate
2.306004
11.
SBRM Parking & Eastern Gate
2.306004
12.
Eastern Gate & Main Parking
2.306004

t-stat
5.436
6.347
1.897
3.523
3.472
3.993
1.227
1.039
3.223
0.795
1.805
3.782

Type of parking
Different
Different
Not Different
Different
Different
Different
Not Different
Not Different
Different
Not Different
Not Different
Different
25

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

observed the different parking patterns inside the parking spaces of LPU.
The parking pattern of Main Parking & Main Gate-1A, Eastern Gate & Inside
Western Gate, Southern Gate & Main Gate-1A, Main Parking & Southern Gate,
SBRM Parking & Eastern Gate have not different while Main Gate-1A &
Eastern Gate, Main Gate-1A & Inside Western Gate, Main gate-1A & SBRM
Hospital, Southern Gate & Inside Western Gate, Main Parking & Inside
Western Gate, Southern Gate & Eastern Gate, Eastern Gate & Main Parking
have different parking pattern.
The parking spaces where there is different parking pattern, it means that there
is the different demand of parking facilities while the places where the parking
pattern is same, there is the same demand of parking facilities.

26

3.5.Impact Study
Study of impact of on street parking on flow and speed of the traffic:
NH-01 to LPU Main Gate-1A: Section of the NH from NH-01 to main road
was surveyed. Around 0.5 km stretch of the road was surveyed by dividing it
into 2 continuous stretches. We did survey and for finding out the impact of on
street parking on flow and speed of the traffic. But first we will discuss about
the survey of 0.5 km long road.
Data collection procedure:
Study section of road was divided into 2 different stretches.
Total duration of study of 2 hours was divided into 8 time slots.
Each beat duration was of 15 min.
Each stretch was surveyed by an observer.
At start of each time slot each individual observer recorded the partial
registration number of vehicles parked in that particular stretch of road
assigned to him.
Same Procedure was repeated for each time slot; in our case 8 times.
The Vehicle Registration number was recorded into 3 different groups i.e,
Four Wheeler, Three wheeler, Two Wheeler & Non motorized
Vehicle(NMV)
For NMV only number was counted instead of recording partial
registration number.
Details of survey:
Location: NH-01 to LPU 1A gate
Survey technique adopted: BEAT Survey
Length :0.5 kilometer
Date:28th October 2014,Tuesday
27

 Time:08:00 am 10:00 am
Number of stretch: 2 (250 m length each)
Number of time slots: 8 (15min duration each)
Number of observer:2
Type of vehicle surveyed:4 (Four wheeler, Three Wheeler, Two Wheeler,
NMV)
We have converted the entire vehicle in one unit with the help of passenger car
unit. This will help us in considering the peak demand at a specific time. So
here you can see that for every stretch with respect to slot we have drawn a table
which is having the number of vehicle in terms of passenger car unit.
From this data we got two important thing :
1. Temporal variation
2. Spatial variation
1. Temporal variation:
Its showing the variation of number of vehicles with the time. And from the
graph we are getting that stretch 1 is having parking demand at its peak point
while stretch 2 is having at the lowest level.
2.Spatial variation:
It is showing the variation of number of vehicle with the length of stretch that
mean up to what distance demand is more and in other way you can say that at
what distance traffic is more. Obviously at that place we have to provide a
parking space that will be on-street, off-street, or multistory simple that we will
get in next phase of project work.

28

Table 3.8. Total number of vehicle for stretch-1

Vehicle Slot-1
Slot-2
Slot-3
Slot-4
4W
29
25
51
112
3W
02
00
03
01
2W
71
73
103
208
NWM 32
12
23
78
Total
134
110
180
399
PCU
91.30
76.30
135.70 293.20

Slot-5
48
00
96
30
174
127.20

Slot-6
47
00
105
29
181
129.90

Slot-7
52
00
148
47
247
165.60

Slot-8
80
00
183
71
334
231.90

Table 3.9. Total number of vehicle for stretch-2

Vehicle Slot-1
Slot-2
Slot-3
Slot-4
4W
25
12
33
104
3W
02
00
03
01
2W
53
32
49
114
NWM 32
12
17
70
Total
112
56
102
289
PCU
76.70
37.60
81.10
231.80

Slot-5
33
00
51
21
105
80.10

Slot-6
32
00
54
17
103
78.60

Slot-7
40
00
110
41
191
127.40

Slot-8
82
00
140
68
290
212

Spatial Variation
350

No. of Vehicles(in PCU)

300

250

200

Stretch-1

150

100

50

0
Slot-1

Slot-2

Slot-3

Slot-4

Slot-5

Slot-6

Slot-7

Slot-8

Time

29

Temporal Variance
350

300

No. of Vehiclws(in PCU)

250

200
Stretch-1
150

Stretch-2

100

50

0
Slot-1

Slot-2

Slot-3

Slot-4

Slot-5

Slot-6

Slot-7

Slot-8

Time

30

CHAPTER:4: RATIONALE AND SCOPE OF STUDY

Rationale refers to the set of reasons or a logic basics for a course of action.
The main reason of execution of this project is to practically, technically and
logically learn the aspects of civil engineering in the field of parking which had
been studied by us in the University through time.
As we all know that now a days, there is a huge number of vehicles in every
cities. So, parking has become a big challenge for the people.
So, the scope of study and execution of this project is as follows:
1. It gives us the complete knowledge of parking conditions and parking
demands.
2. It tells about the techniques to understand the parking problems and
parking demands.
3. It tells about the ways of designing considerations for parking lot design.
4. It will give the knowledge of surveying for the parking demand and
parking pattern.
5. It will give the methodologies of data collection and analysis of parking
studies.
6. It will give the knowledge of different parking improvement techniques.
7. Its study will enable to make a good parking designer and engineer.
8. It will minimize the parking problems.
9. It helps in adequate traffic flow.

31

CHAPTER:5: OBJECTIVE AND HYPOTHESIS OF STUDY

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

To understand the common technical terms used for different works,

materials, systems in the field of parking.

II.

To understand the parking demands and parking patterns of the parking

facilities.

III.

To understand the parking volume distribution for parking needed

vehicles.

IV.

To encounter the different problems arise during the study of parking

demands, patterns and parking volume distributions.

V.

To provide the needful solution of different problems related to the

problem encountered during the study.

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

32

CHAPTER:6: EXPECTED OUTCOMES OF STUDY

Following are the expected outcomes of the study:
I.

II.

Proper coordination with the officials & staffs for the execution of
project.
It gives the skills of survey for data collection of project.

III.

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

parking.

IV.

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

V.

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

33

CHAPTER:7: IMPROVEMENT METHODOLOGY

7.1. Problem Encountered
Our University have an excellent parking facilities but after study the parking
demands, patterns, parking volumes, we observed lots of common problems
present at the parking places which must need improved.
The common problem at the different parking places are:
i.

Improper alignment.

ii.

Some places have mixed parking.

iii.

No fixed proper places for parking.

iv.

Cleanliness.

v.

Entry exit problem.

vi.

Water logging problem.

vii.

Skid or slip arise sometimes.

viii.

Improper surfaces.

ix.

Congested Parking.

x.

Less green environment.

xi.

No shades present affect vehicle from rain & heat.

34

7.2. Solution Techniques and Improvements

After the study of different aspects of parking facilities present at LPU, we
encountered several problems which affect the parking facilities.
So, they need several improvements.
In order to improve the parking facilities present at LPU, we proposed several
techniques. They are as follow:
1. Parking design
1.1. Design of parking module, circulation roadways & ramps
1.2. Preliminary design consideration
1.2.1. Design coordination
1.2.2. Parking angle
1.2.3. Parking aisle length
1.3. Design of parking module
1.3.1. Angle parking spaces
1.3.2. Design of bays
1.3.3. Angle parking aisle
1.3.4. Angle parking module layout
1.4. Wheel stop distance
2. Parking lot design
2.1. Ingress & egress
2.2. Number of parking spaces
2.3. Size of parking spaces
2.4. Accessibility
2.5. Aisle width
2.6. Pedestrian circulation
2.7. Special vehicle access
2.8. Drainage
3. Greening surface parking lot
3.1. Location & layout
3.2. Vehicle access & circulation
3.3. Pedestrian access & circulation
3.4. Landscaping
3.5. Storm water management

35

7.3. Parking Design

For main gate parking, there should be multistory parking.
DESIGN OF PARKING MODULES , CIRCULATION ROADWAYS AND
RAMPS

36

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

located near the accessible entrance to the development the car park serves.
7.3.1. PRELIMINARY DESIGN CONSIDERATIONS
7.3.1.1. Design coordination
The layout design of an off-street car park shall consider the entire facility,
including parking modules, circulation roadways, access driveways and, if
necessary, frontage road access, as an integrated and co-ordinated design.
Provision for traffic within a parking facility shall take into account the
following:
(a) The need for traffic to move to and from the frontage road with minimum
disruption to through traffic and maximum pedestrian safety.
(b) Provision of adequate capacity in circulation roadways and parking aisles to
handle peak period movements.
(c) Arrangement of internal roadways to avoid, as far as practicable, conflicts
between intersecting streams of circulating traffic.
(d) Provision of minimum length travel paths between entry/exit points and
parking spaces.
(e) Safe treatment of points of conflict with pedestrians and other road users.
(f) Provision of parking spaces and accessible pedestrian paths for people with
disabilities.
7.3.1.2. Parking angle
Parking angles used in off-street car parks shall be as follows:
(a) 90 degree angle parking
Parking aisles for 90 degree parking shall be designed for two-way movement
even though oneway movement may need to be imposed in some instances.
NOTE: 90 degree parking will in most cases be found to be the most
efficient use of space in a large area.
(b) 30, 45 or 60 degree angle parking
Where space is limited or does not lend itself to 90 degree parking, 30, 45 or 60
degree parking may be used instead. Aisles serving such spaces shall be oneway (except where parallel parking is allowed on one side) with forward entry
into the spaces only.
NOTE: Such arrangements can have advantages for high turnover parking
provided drivers are discouraged from entering aisles the wrong way and
reversing into parking spaces.
(c) Parallel parking

37

7.3.1.3. Parking aisle length

If a parking aisle exceeds 100 m in length, (i.e. more than about 40 90 degree
parking spaces on either side) traffic control devices such as speed humps shall
be placed along the parking aisle to control vehicle speeds. Where vehicle
negotiation of such devices may lead to structural damage, compliance with this
requirement may be waived.
7.3.2. DESIGN OF PARKING MODULES
7.3.2.1. Angle parking spaces
Dimensions of angle parking spaces shall be as shown in Figure 2.2 subject to
the following exceptions:
(a) Length
The nominal length of a parking space in a parking module shall be 5.6 m min
except as follows:
(i) End overhang: Where a vehicle may overhang the end of a space, e.g. at a
kerb, provided the first 600 mm immediately behind it is unobstructed, is not
another parking space and is not required as a footway or for some similar
purpose, space lengths measured parallel to the parked vehicle may be reduced
by 600 mm.
(ii) Spaces for small cars: In certain circumstances it may be appropriate to
provide a space smaller than specified above for small cars. It shall be
designated as a space for small cars.
NOTE: The size of such spaces is based on typical dimensions for small car
vehicles.
The minimum dimensions shall be as follows:2.3 m wide 5.0 m long.
(b)Width
The minimum width of parking spaces required for each user class is shown in
Figure 2.2 except as follows:
(i) Spaces for small cars: The specified minimum width is given in Item (a)(ii)
above.
(ii) Adjacent obstruction: If the side boundary of a space is a wall or fence, or if
there are obstructions such as columns placed so as to restrict door opening, 300
mm shall be added to the width of the space.
(iii) Parking spaces for people with disabilities: The minimum width will be 3.5
metres.
Attention is also drawn to the reduced width requirement for 30 degree parking.

38

7.3.2.1.1.Design of Bays

Bays at 30 degree

Bays at 60 degree

Bays at 45 degree

Bays at 90 degree

C*= C1 or C2 or C3
*Dimension C is selected as follows (see Note 6):
C1where parking is to a wall or high kerb not allowing any overhang.
C2where parking is to a low kerb which allows 600 mm overhang.
C3where parking is controlled by wheel stops installed at right angles to the
direction of parking, or where the ends of parking spaces form a sawtooth
pattern.
NOTES TO FIGURE:
1. 30 degree parking spaces can be made narrower than spaces at other angles
because of the reduced chance of open doors hitting adjacent vehicles.
2. The design envelope around each parking space, to be kept clear of
obstructions. Dimensions for 90 degree parking aisles are for two-way aisles.
These dimensions are required to be observed even though one-way movement
along aisles is imposed for other purposes.
3. The values for dimension C have been calculated as follows:
C1 = 5.4 sin0 + 1.9 cos0
C2 = C1 - 0.6 sin0
C3 = C1 + (A - 1.9) cos0
where
0 = parking angle
A = space width, in metres

39

7.3.2.2. Angle parking aisle

a. Single-sided aisles Where there is angle parking on one side of an aisle only
and the other side is confined by a wall or other high vertical obstruction closer
than 300 mm to the nominal edge of the aisle, to provide manoeuvring
clearance, the aisle width shall be increased by 300 mm, measured to the
vertical obstruction.

7.3.2.3. Angle parking module layout

90 Degree Parking

Parking Angle Other Than 90 Degrees

40

7.3.3. WHEEL STOP DISTANCES

Where
S = wheel stop distance (measured to point of contact with vehicle tyre)
C = clearance (to low kerbnil; to high kerb or wall200 mm)
O = overhang of B85 vehicle (front820 mm; rear1100 mm)
r = radius of wheel (225 mm)
d = tyre deflection under load (20 mm)
H = wheel stop height

S = wheel stop distances shown in this Figure are for 100mm high wheel stops
7.3.3.1.Provision for motorcycles

41

7.4. Parking Lot Design

7.4.1. Ingress and Egress
This is the means of entering and leaving the site.
People and vehicles must be able to enter and exit your project site, but the
access should be controlled. The number and size of entrances and exits must be
carefully planned to reduce the conflict between the street traffic and traffic
accessing the site. State and local governments regulate access to public
roadways and often enforce restrictions on the width, slope, radius, and
pavement composition of the access road.
Regulations may also require a commitment to perform alterations to the public
road (such as adding turn lanes, street lights, and pavement markings) before
access roads can be built. Permits, called encroachment permits, are often
required in order to connect a roadway to a public road.
When planning entrance and exit drives, try to discourage through traffic to
minimize traffic. A good rule of thumb is that if the property will have less than
5000 vehicle visit each day, use only one 2-way or two 1-ways drives. Local
and state regulations will often specify design specifications such as the
distance to street intersections and other drives.
In general, locate drives as far away from street intersections and other
driveways as possible. Nearby intersections can increase the likelihood of car
accidents at the driveway.
7.4.2. Number of Parking Spaces
Dictated by local codes
Dependent upon use of the University
Example requirements
7.4.3. Size of Parking Spaces
i. Parallel
Most difficult to access
Avoid if possible
ii. Ninety-degree
42

 Most spaces per area

Typical size: 9 ft x 18 ft or 19 ft
More difficult to access than angles
Not recommended for short term parking
iii. Angled
Size varies according to angle
60 degree parking most common
7.4.4. Accessibility
Accessible parking required

Per the Americans with Disabilities Act and Architectural Barriers Act
Guidelines, every facility must provide at least the number of accessible parking
spaces indicated by this table.

43

Size of accessible parking spaces

Accessible car spaces must be at least 96 inches wide, and accessible van spaces
must be at least 132 inches wide. Each accessible space must be adjacent to a
60 inch wide aisle on an accessible route to the building.
7.4.5. Aisle Width
Dictated by local codes
Two-way aisle is preferable
Typical two-way aisle is 24 feet wide
May be less for one-way traffic

Accessible car spaces must be at least 96 inches wide, and accessible van spaces
must be at least 132 inches wide. Each accessible space must be adjacent to a
60 inch wide aisle on an accessible route to the building.
44

7.4.6. Pedestrian Circulation

Separate pedestrians from traffic
Provide accessible route to entrance from parking, public
transportation, and adjacent buildings
Typical walkway widths
3 ft wide for one-way
5 ft wide for two-way
Align parking spaces or easy pedestrian movement

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

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

45

7.4.7. Special Vehicle Access

Plan for access for special vehicles that may access the site
Fire engines
City buses
School buses
Tractor trailers
Garbage trucks
Research required road widths, turn radii, and parking
It is preferable to align parking spaces so that pedestrians walking to the
building from the parking lot will walk along the aisles and not between parked
cars.
7.4.8. Drainage
Traditional design slopes pavement toward storm drains
LID techniques
Reduce impervious surface area
Permeable pavement
Permeable paver blocks
Drain to adjacent buffers, strips, and swales
Drain to nearby bioretention areas
Since parking areas are typically impervious, they typically generate a large
volume of storm water runoff. This storm water must often be managed on-site.
Some of the LID techniques that we discussed earlier can be used to decrease
storm water volume and increase the quality of the storm water as it slowly
migrates back into the water system. We will discuss methods to handle large
volumes of storm water later.

46

7.5. Greening Surface Parking Lot

Typically, the emphasis in parking lot design is on accommodating vehicle
movements, maximizing the number of parking spaces, and ensuring ease of
maintenance and servicing. Once these functional criteria are satisfied, leftover spaces may or may not be landscaped or dedicated for pedestrian use.
As a result, there are often few landscaped areas within a parking lot and those
that are provided tend to be insufficient in size and design to support healthy
trees and vegetation. Pedestrians are also given low priority and may be left to
navigate between parked cars and across wide driveways, which presents safety
concerns.
Conventional surface parking lots also represent an environmental challenge.
Large expanses of asphalt contribute to the urban heat island effect, which raises
local air temperature, elevates smog, and, in turn, increases energy demand for
summer cooling. Vehicles left to bake in the sun can be significant polluters
as well, emitting smog-forming contaminants when parked and requiring
additional energy for cooling when travel resumes.
The Design Guidelines for Greening Surface Parking Lots respond to both the
urban design and environmental challenges associated with a surface parking
lot. The Guidelines are intended to create surface parking lots that are not only
efficient, but also safe, attractive and environmentally responsible.
Greening the surface parking lot involves planting trees, providing good
quality soil and generous landscaped areas, enhancing pedestrian and cycling
infrastructure, managing storm water on-site, reducing the urban heat island
effect, and using sustainable materials and technologies.

Landscaped street edge

Dedicated pedestrian route

Bio-retention area

Permeable surface

Shade within the lot

47

Design Guidelines, provides the necessary direction and strategies to implement

and achieve a higher standard in surface parking lot design.
The Design Guidelines section is organized into five sub-sections:
a. Location and Layout
b. Vehicle access and Circulation
c. Pedestrian access and Circulation
d. Landscaping
e. Storm water Management
Each sub-section provides a range of strategies and specific measures intended
to improve the urban design and environmental conditions of the surface
parking lot.
Designers of surface parking lots are encouraged to generate site-specific
solutions that meet the intent of the Guidelines.
a. Location and Layout
Site Grading:
Ensure that any grade changes at the edge of surface parking lots provide a
subtle transition to surrounding areas.
Lighting:
Provide a comprehensive Lighting Plan for the parking lot site. Lighting should
create an identity for the parking lot, enhance adjacent streets and pedestrian
environments and be appropriate to the location, context and scale of the areas
being lit.
b. Vehicle access and Circulation
Limit the number and width of curb cuts for street access driveways to
minimize interruption to the public sidewalk, streetscape and perimeter
landscaping. (refer to the applicable access Management Guidelines for
driveway requirements).
c. Pedestrian access and Circulation
Establish a direct and continuous pedestrian network within and adjacent to
parking lots to connect building entrances, parking spaces, public sidewalks,
transit stops and other pedestrian destinations. Provide at least one pedestrian
route between the main building entrance and the public sidewalk that is
uninterrupted by surface parking and driveways.

48

d. Landscaping
It retain and protect existing trees, vegetation, natural slopes and native soils
and integrate these features into the overall landscape plan.
Surfaces:

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

edges, pedestrian routes and crossings, entrances, loading areas and other
special features within the parking lot.

Open joint pavers provide opportunity to retain rain water & snow-melt on site.
49

e. Storm water Management

It minimize the extent of impermeable surfaces within the parking lot.
It manage rainwater and snowmelt on-site with designs that encourage
infiltration, evapotranspiration and water re-use.

50

CHAPTER:8: RESULT AND DISCUSSION

The result of this study gives us the information about the different parking
patterns & demands of the parking facilities present at LPU.
The different parking pattern means the parking places between whom the
comparison has been carried out have different parking facilities in the sense of
area of parking to the total number of vehicle parked. They are different because
at one parking place, there is more number of vehicle parked in accordance with
the area of parking space in compare to the other parking place.
So, at different parking places, we need to observe the factors which affect the
parking facilities to be different. The certain factors observed in accordance
with the parking problems to make the parking pattern & demand not different.
The different parking pattern tells about the misuse of parking facilities.
So, after the observed facts for different parking facilities, the suitable solutions
have been provided to improve the parking facilities.
At some parking places, there is no alignment for parking for different vehicles,
somewhere the spacing between alignments are very much. These all leads to
the misuse of parking places.
So, there should be proper alignment for parking of different vehicles, there
should be proper drainage system , there should be shades, there must be green
environment, etc.
The survey of impact study tells that on the very first stretch of 250 meters from
main gate, there is parking demand at its peak level while second stretch have at
the low level.
As between first stretch, the parking demand and traffic is more. So, at that
place we have to provide a parking space that will be on-street, off-street, or
multistory. Thats why, we had designed a multistory parking on Main Gate-1A.

51

CHAPTER:9: CONCLUSION OF REPORT

Estimation and improvement of parking facilities are very complex process as it
involves numerous activities depending on execution of each activity in
accordance with parking specifications and proper survey.
There is a huge parking demand in LPU. Therefore, developing a short-term or
a long-term parking improvement plan requires the cooperation public i.e,
students, staffs, and the university management.
The solution proposed for estimation and improvement of parking demand in
LPU gives reasonable results & indicates that if no action taken then the parking
problems will be increased day by day.
The factor that affect the demand for parking at LPU include the number &
percentage of vehicles in the parking traffic stream, the distance between the
vehicles & the main stopping line, the distance between the parked vehicle &
the nearest vehicle stop or the rest area and the facilities provided at the parking
places.
If the parking facilities at some places not expanded, it is highly probable that
more vehicles will be parked on the shoulder adjacent to the rest area.
If the parking facilities will be fulfilled with the green environment, it gives a
healthy green environment, there will be a pleasant parking facility after that,
will maintain the normal temperature of vehicles & protects it from heat.
As the place between stretch-1 of impact study, there is a huge parking demand
and traffic so, there should be multistory parking facilities should be
constructed.

52

CHAPTER:10: APPENDICES
APPENDIX-I
Sr.

Vehicle Class

No.

PCU values of vehicle classes at:

Urban roads,
Mid-block
sections

Signalised
Kerb parking
intersections
(parallel & angle)

1.

Car

1.0

1.0

1.0

2.

Bus & Truck

2.2

2.8

3.4

3.

Auto rickshaw

0.5

0.4

0.4

4.

Two wheeler
automobile

0.4

0.3

0.2

5.

Pedal Cycle

0.7

0.4

0.1

6.

Bullock kart

4.6

3.2

1.2

7.

Hand cart

4.6

3.2

0.3

APPENDIX-II
Tentative Equivalency factors suggested by the IRC.
Sr. No. Vehicle Class
1.
Passenger car, tempo, auto rickshaw,
agricultural tractor
2.
Bus, truck, agricultural tractor-tailer unit
3.
Motor cycle, scooter and pedal cycle
4.
Cycle rickshaw
5.
Horse drawn vehicles
6.
Small bullock cart and hand cart
7.
Large bullock cart

Equivalency Factors
1.0
3.0
0.5
1.5
4.0
6.0
8.0
53

APPENDIX-III

54

APPENDIX-IV

55

APPENDIX-V

56

APPENDIX-VI

57

APPENDIX-VII
Site of Eastern Gate Parking

Site of Main Gate-1A Parking

58

Site of Inside Western Gate Parking

Site of Main Parking

59

Site of SBRM Hospital Parking

Site of Southern Gate Parking

60

Sites of Impact Study

61

REFRENCES:
1. IRC-106,guidelines for capacityof urban roads in plain areas(1990),

table.1, page-10.
2. Young, beaton, ,satgunarajah(2009) Department of civil engineering,
morash university, Victoria, Australia .(journal)
3. Sivasubramanian. J and malarvizhi. G(2009)(journal)
4. Chakrabarty and mazumdar(2010) Institute of town plannaers, India
journal7-4.(journal)
5. Young, beaton, ,satgunarajah(2009) Department of civil engineering,
morash university, Victoria, Australia .(journal)
6. Highway Engineering, S.K.Khanna, C.E.G. JUSTO, Nem Chand &
Bros,Roorkee Publications, 9th Edition 2011
7. http://sharedserver.rsd17.org
8. http://websrv.municipality.gov.bh
9. http://1.toronto.ca
10. Virginia Department of Transportation on Traffic Volumes @
http://tcdwebs/tms/isp
nd
11. Research Methodology, Kothari C.R.,2 edition, New Age International
Publishers

62