Respecting the parking rules in city centres
Jiří Růžička, Kristýna Navrátilová, Tomáš Tichý
Abstract: Problems of the stationary traffic are solved today by
almost every larger town. Most of the towns suffer from an
insufficient number of parking spots in the street network. It is at
the same time very complicated and economically demanding to
create new parking areas, so the towns try to use the existing
parking areas as efficiently as possible. The objective is thus to
apply systems and technologies for efficient use of existing parking
spaces, and also to monitor parking occupancy, distribute
information to drivers, and apply various payment systems
(parking meters, SMS payments an mobile applications) in order
to facilitate the collection of payments from drivers. Within Smart
City applications, it is necessary to consider not only parking
aspects but also organisational aspects. Installation of Smart
parking components is senseless, unless these components are
accepted by user/driver and unless continuous traffic surveys are
performed oriented in parking checks in the town.
This article monitors the course and results of an extensive
traffic survey oriented mainly in respecting the parking rules. In
the centre of Uherské Hradiště, there are many specific parking
spaces, 3 major paid parking zones, designated spaces at selected
institutions, designated spaces for time-limited free parking, etc.
The article describes in details the experience from the traffic
survey oriented in respecting the parking rules in the town and
subsequently proposed measures and suggestions how to make the
existing state in the town more efficient with respect to the Smart
City concept.
Intelligent parking, smart city, monitoring parking occupancy,
parking management, rate of movement, respecting the parking
rules.
I. INTRODUCTION
A vehicle is for 90% of its lifecycle in the idle state, i.e.
permanently or temporarily out of operation. For its idle state
or parking, a parking area is necessary, which all the area
demands the stationary traffic result from, and the deficit of
parking spaces occurs more and more frequently. Parking
problems are very topical; most drivers cope with the lack of
parking spaces almost every day. In average, each driver spends
10 minutes a day by looking for an available parking space,
which increases the operating cost and excessive emissions.
Lack of available parking spaces is caused in particular by fast
development of vehicle transportation and insufficient or
improper organization of the stationary traffic in existing
parking areas.
The stationary traffic in municipalities must be dealt with as a
complex system in several consecutive steps, since this is the
only way how to benefit from newly installed or existing
systems to the maximum extent. Within the Smart City concept,
detectors are installed in particular, and systems navigating
drivers to available parking spaces are employed subsequently.
978-1-7281-0497-3/19/$31.00 ©2019 IEEE
To accept these systems, it is however necessary to first provide
sufficient parking capacities in required localities.
The deficit of parking spaces cannot always be resolved by the
development of new parking areas or by increasing the parking
capacity in the street network, especially in town centres. The
priority of the sustainable plan of parking regulation in
municipalities is the maximum use of existing areas, thus to
make their occupancy more effective. One of the possible
solutions is regulation of the stationary traffic by paid parking
– tariff regulation plan.
Smart street parking in such case means preference of parking
areas, which we wish to increase vehicle concentration in – i.e.
outskirts, and implementing monitoring of neighbouring streets
and areas. Drivers are thus motivated to park their vehicles on
the outskirts and use an alternate transportation method – mass
urban transportation; in case of smaller municipalities, target
localities are at walking distances. If a parking fee applies to
these outskirt areas, it should be significantly lower than for
parking in the centre, and the tariff should be adapted to the
parking purpose, i.e. it should not increase every hour, if
anticipated that vehicles would be parked here all day. If there
are free parking areas in the vicinity, where they can park, their
vehicles will be in these areas; it is thus necessary to view these
areas as a complex. Generally, the effort for high rate of vehicle
movements is encountered by contrast in town centres,
therefore higher parking fees are usually applied to longer
parking times (from 1 hour up). This enables the user of the
transportation to settle the most essential matters and then
vacate the parking space again.
The article follows previous publications concerned about
Smart City concept implementation in Uherské Hradiště [1],
[2], that were aimed more at implementation of sophisticated
control systems and implementation of detection technologies
in the town; this time it deals more with the organisational and
social aspects of this concept. The article reflects a system-
based approach to the smart cities concept described in more
detail in [10]. Parking data is an integral part of the application
of comprehensive city concepts, such as described in [11].
II. PARKING TYPES IN THE UNDER REVIEW
The locality under consideration was the municipality of
Uherské Hradiště at the lower reach of the river Morava in Zlín
region. It is a significant historical town of the south-east
Moravia with more than 25 thousands of residents. The
municipality of Uherské Hradiště is formed by 7 districts: the
town of Uherské Hradiště and six suburbs. Almost 80 % of
residents and workplaces are concentrated in the municipality
of Uherské Hradiště and Mařatice.
Websites of the municipality: https://www.mesto-
uh.cz/zpoplatnene-parkovani show a clear interactive map with
Smart Cities Symposium Prague 2019
colour-distinguished parking zones and accurate locations of
parking meters. Upon clicking on meter icons, information on
the total number of parking spaces, time rates and tariff are
displayed. Such a clear display is a very important detail for
drivers who plan to drive to the town and can select in advance
the most suitable locality for parking their vehicles from the
general information available. Such presented information
influencing the traffic is critical for implementation of
intelligent parking applications within the Smart City concept.
The town is divided into 4 basic parking zones, each of which
has its unique parking rate. Zones are numbered n the direction
from the centre. The first zone is the town centre, which is
mainly the town square. The second zone is formed by circle
around the first zone. Parking at the railway and bus stations
together with a parking area almost at the outskirt from the third
parking zone. The forth zone is absolutely different from other
zones, it is farther from the centre in the area of panel
development near the bus station, and has a specific parking
rate.
In first three zones, first 30 minutes are for a symbolic fee of
CZK 1.00, the first hour for CZK 10.00, and starting from the
second and each following hour the rate differs according to
specific localities. Such parking rate is to increase the rate of
movement. Charges in parking zones are named in Table 1
below:
 Zone 1
o Mo – Fr: 06:00 a.m. – 06:00 p.m., Sa: 06:00
a.m. – 12:00 (noon)
o 30 minutes: CZK 1.00
o 1 hour: CZK 10.00
o 2nd and each following hour started: CZK
40.00
 Zone 2:
o Mo – Fr: 06:00 a.m. – 06:00 p.m., Sa: 06:00
a.m. – 12:00 (noon)
o 30 minutes: CZK 1.00
o 1 hour: CZK 10.00
o 2nd and each following hour started: CZK
20.00
 Zone 3:
o Mo – Fr: 06:00 a.m. – 06:00 p.m., Sa: 06:00
a.m. – 12:00 (noon)
o 30 minutes: CZK 1.00
o 1 hour: CZK 10.00
o Whole day (max. rate): CZK 20.00
 Zone 4:
o 24 hrs a day
o 1 hour: CZK 10.00
o Resident
 1. vehicle: 100 CZK/year
 2nd and additional vehicle: 200
CZK/year
o Subscriber
 1st vehicle: 6,000 CZK/year
 2nd and additional vehicle: 9,000
CZK/year
Table 1 Charges in parking zones
2
In the town, there are several specific zones with different
parking systems. One of them is a section with time-limited
parking; under the parking code, there are localities here where
parking is allowed for 30 minutes only, as well as localities with
parking not applied for the first 30 minutes. Then the parking at
the sports hall that provided with a traffic sign restricting the
parking time to 2 hours only. It is a parking with a parking disc,
which the driver must place visibly in the vehicle at the
beginning and set this starting time of his/her parking, which
cannot be changed until he/she leaves. Drivers not familiar with
this type of parking may be very confused; purchase of this
parking disk can also represent some problems – in Uherské
Hradiště, it is available at selected vendors of automotive parts.
Parking charges may be paid via SMS or mobile application in
a smart phone. It may also be paid on site in parking meters, the
frequency of which is really high here. The last option consists
in prepaid cards issued on request after completing an on-line
form based on municipality website.
III. DEFINITION OF THE RATE OF RESPECTING AND
DELINQUENCY AND STATE-OF-THE-ART
The term rate of respecting is in the Czech Republic used within
stationary traffic surveys as observance or violation of the Act
no. 361/2000 Coll., on the road traffic [3], and also for
respecting the parking code, i.e. established charges or time
restrictions. Compliance with parking rules or similar phrases
is used within the same meaning.
Respecting the system of parking charges expresses the rate of
respecting payments by drivers, i.e. whether they are willing to
accept and pay the charges or not. Delinquency rate as a
technical term is not much used and strictly defined in
respective law or other traffic studies. It is a term defining the
rate of delinquency in selected area, and the term delinquency
rate is used precisely.
Terms in the following text are understood as follows:
Rate of respecting the parking rules in the area:
 The number of vehicles respecting parking charges in
the area in specific time interval compared with the
number of all vehicles parking in this area in this
specific time interval.
Delinquency rate in the area:
 The number of vehicles not respecting parking charges
in the area in specific time interval compared with the
number of all vehicles parking in this area in this
specific time interval.
From the information search of current surveys, we can come
to a quite interesting conclusion that problems with respecting
parking rules in municipalities are relatively unexplored. There
are several current surveys dealing with parking management
problems in municipalities; e.g. ref. [5], or [6]. Publications
related to parking management however deal mainly with
technological proposals but not much subsequent acceptance of
technologies by users. There also many case studies for parking
surveys in towns, e.g. ref. [7], dealing with an extensive parking
Smart Cities Symposium Prague 2019
survey in the capital of Bulgaria Sofia. Surveys are oriented
mainly in finding the rate of occupancy, movement, or parking
times. The reference [8] the deals with a mathematical model
proposal to planning parking spaces based on the dynamic
development of the demand.
When we look at traffic concepts in CR municipalities, the
situation is however different; many towns considers the low
rate of respecting parking rules a burning problem with process
impacts on municipality operation. In the centre of the capital
city of Prague, the rate of respecting parking rules was found
60% only; similar values of this rate of respecting are found also
in smaller towns such as south-Moravian Hodonín [9].
IV. COURSE OF TESTING
For the survey of the rate of respecting parking rules, a survey
method using paper forms was used when the counting officer
passed progressively through all sections defined in areas I-VII
that were previously determined. Forms were then created
separately for each section in the area and the total number of
parking spaces, number of spaces designated for specific
licence plates and for holders of ZTP card (handicapped
persons) were predefined.
Surveyors passed through areas I-VII in determined time limits,
mainly 30 minutes or 1 hour. The interval must be always
selected with respect to the parking tariff set in order to obtain
as accurate information on the rate of respecting as possible.
The counting officer recorded and completed the following
data:
 Number of occupied parking spaces
 Number of vehicles with valid parking authorisation
 Number of vehicles without parking ticket or card
 Number of vehicles with parking ticket
 Number of unauthorised parking on places designated
for specific RZ
 Number of unauthorised parking o places for
handicapped
Such selected arrangement of forms enabled to distinguish
violations at designated points from others. It thus collects
accurate information on how many drivers fail to respect
designated parking spaces for ZTP card holders and how many
vehicles use parking spaces for specific RZ without
authorisation. At the same time, the number of vehicles with
expired parking ticket can be assessed separately, which
provides very valuable information. It is essential for optimum
setup whether drivers do not pay for parking at all or at least
after some time.
It had to be taken into consideration that parking charges could
be paid via SMS or application in a smart phone and
confirmations of these payments were unable to be found by
passing counting officers. Therefore if there was no valid
parking ticket found behind the vehicle windshield, the
possibility that parking charges were paid by the driver for that
vehicle could not be excluded.
The data of the number pf payments in individual hours were
3
for the purpose of survey assessment provided by municipal
government. These were however data for individual parking
zones, not for areas defined in the specification of the traffic
survey.
The diagram comparing municipal parking zones with defined
areas of the survey are displayed in the Fig. 1 below.
 Selected sections from Area II, Area III, Area IV, Area
V, Area VI are a subset of Parking zone 1
 Remaining sections from Areas II-VI and all sections
from Area I are a subset of Parking zone 2
 Sections from Area VII are a subset of Parking zone 3;
there are also other subsets (sections) here which were
not part of the survey specification
Fig. 1 The diagram comparing municipal parking zones with defined
areas of the survey
Therefore for subsequent processing and evaluation of collected
data, a special coefficient Ω was introduced, which takes into
account the data from alternate parking methods that are
allowed in the municipality of Uherské Hradiště, specifically
the data regarding number of payments using mobile
applications SEJF and data regarding number of payments via
SMS.
The coefficient Ω can be calculated under the formula (1):
∑𝑋𝑖=1 𝑁𝑊𝑃 𝑖 − 𝑁𝐴𝑃
Ω= (1)
∑𝑋𝑖=1 𝑁𝑊𝑃 𝑖
Where NWP indicates the number of vehicles parking in that
section without parking ticket or respective permission. NAP is
the number of payments made in that parking zone within
specific hour. X is the number of sections in that parking zone
(from all areas defined in the survey). The value of the
coefficient Ω will thus logically be from 0 to 1. The closer the
coefficient value is to 0, the more the parking rules are respected
by drivers in that parking; and the closer the coefficient value is
to 1, the higher resulting delinquency rate in the area, or section
occurs.
Resulting percentage of the rate respecting in the area RA for
each hour of individual area is then expressed by formula (2):
Smart Cities Symposium Prague 2019 4

∑𝑁𝑜𝑆
𝑖=1 ((Ω • 𝑁𝑊𝑃 )𝑖 + 𝑁𝑃𝑃 𝑖 )
𝑅𝐴 = 1 − (2)
∑𝑁𝑜𝑆
𝑖=1 𝑁𝑂𝐶

Where NPP indicates the number of vehicles with expired

parking ticket, NOC is the number of occupied spaces in that
area, and NOS is the number of sections within that area.

It was already apparent in the course of survey realization that

the rate of respecting parking charges is very low in this
municipality, and the delinquency rate reaches high values.
Drivers were often motivated to purchase parking tickets rather
due to the fact that they noticed survey executors passing by,
since they were most likely afraid of a financial penalty or
subsequent increase of checks after presentation of survey
evaluation to the municipal government. Counting officers
within their routes run into municipal police officers delegated
with the control of parking authorisations in exceptional cases
only.
V. SURVEY ASSESSMENT
Successful limit for respecting the parking rules in the
municipality is 80 %, i.e. delinquency rate of 20 %; such limit
was in Uherské Hradiště not achieved in any area, although the
results in percents in some of them are at least close to this limit.
The highest delinquency rate in general report areas located in
Parking zone 2. In this zone, selected sections nearby Parking
zone 1 are located, where the delinquency rate reaches in
average 75 % throughout the whole day. These are streets inside
the municipal development, parking meters are almost on each
street; it is apparent that people in this area are not used to
checks on the part of municipal police and have thus no
motivation to pay for parking. The number of expired parking
tickets in this zone is usually stable throughout the day/week;
however parking charges were often not paid at all.
In Parking zone 1, which consists mostly of more extensive
parking areas on the centre and on town squares, the drivers in
general respect parking rules more (ticket purchase), but there
is also a significant trend of increased number of expired
parking tickets throughout the day.
Parking zone 3 is specific and shows higher rate of
respecting/lower rate of delinquency, which is probably caused
by friendly tariff – CZK 20.00 a day.
Fig. 2 The comparison of parking delinquency rate in defined areas
I-VII
We can say that the rate of respecting parking rules is very low
in the municipality. Although there are many methods of how
to pay for parking in the municipality, there are many drivers
not accepting the charges. Generally, in the town centre, there
is a higher rate of respecting in Parking zone 1, lower than in
Parking zone 2, which might be caused likely by drivers’
experience with higher frequency of checks in Parking zone 1.
In Parking zone 3, the delinquency rate is absolutely at the
lowest level, probably due to the fact that drivers are able to
accept parking charges of CZK 20.00 a day. In the course of the
day, the number of expired parking tickets gradually increases;
it also happened quite frequently that vehicles had even several
expired tickets behind the windshield. They probably take
advantage of the tariff 1.00 CZK/30 minutes, with subsequent
anticipation that officers would have human understanding, if
the ticket expires. IN some cases however the time limit was
exceeded by hours.
The Fig. 3 below shows the evolution of the share of expired
parking tickets over the total delinquency rate at two selected
larger car parks in the city Palackého náměstí-North and
Palackého Náměstí-South. The figure documents an increasing
trend in the number of expired parking tickets during the day.

In all areas, we can find the highest values of the delinquency

rate in early morning and late afternoon hours, when drivers
probably do not expect any controls on the part of municipal
police officers, so they take the risk of fine. This fact is also
documented in Fig. 2. In this Figure below is displayed the
comparison of parking delinquency rate in defined areas I-VII Fig. 3 Evolution of the share of expired parking tickets over the
which explorers walked through during one day. total delinquency rate
Smart Cities Symposium Prague 2019
Assessing the respect of parking in places reserved to
institutions has certain specificities. In the first phase, it was
necessary to ascertain how properly authorized parking vehicles
are identified. The following three different approaches to
assessing the respect of reserved parking for institutions:
1) In selected institutions, making sure parking is not
meaningful, because it is a place that is historically determined
and the institutions do not use it or have been completely
abolished.
2) It is not possible to establish respect for selected
institutions in the selected institutions, because it is not possible
to check the rightfulness of the parking.
3) For selected institutions, the recognition of respectability
is meaningful and can be done because legitimate vehicles are
clearly labelled.
For approach 3), the following conclusions were then
evaluated: For most institutions, there is a fairly low
delinquency rate and low occupancy in the morning. In the
afternoon, it is likely in places reserved for institutions to rely
on the parties of new parks that office workers are gradually
leaving their jobs, which could explain a relatively high
increase of delinquency rate around 15 hours. At the Šarovec
hotel there is a relatively high parking rate (low respect)
throughout the day, given the high values even in the morning
it is likely that the places are occupied not only by hotel guests
at night.
VI. PROPOSED MEASURES IN THE FUTURE
The objective of smart parking should be in this case
optimisation of the rate of movement and more efficient control
of payment discipline. It cannot be anticipated that any
modification of the tariff or parking systems would change this,
unless the frequency and consistence of parking checks change.
The prerequisite for the functional Smart City and enabling
comfortable payments for parking charges, with an
understandable tariff, is that the application will have intuitive
control with a user-friendly interface.
The municipal government should consider carefully whether it
is necessary to have so many parking meters on such a small
area, which are only one of the 4 payment methods and which
are almost not used at all especially in some areas. Rather in the
future, should these parking meters be replaced by new ones
together with a tariff change, their number could be reduced,
resulting in cuts in the budget for implementation of changes in
organising the stationary traffic. It would also be appropriate to
motivate drivers to use alternative payments – via SMS and the
application in smart phones, which would make the drivers
ready for the future when parking meters (especially for cash
payments) will rather be exceptional.
Time limited parking spaces were evaluated as very ineffective;
time limits are not complied with or controlled in absolute
majority of cases, which is closely related. Limitation of their
number can be suggested assuming that frequency of parking
controls on such designated parking spaces increases
significantly; another option is then their complete cancellation.
Designated spaces for state institutions cannot also be
considered positively; they are not used in certain areas, so they
just reduce the number of available spaces for drivers who want
5
to park their vehicles without violating parking regulations. In
areas with insufficient capacity of parking areas, minimum
number of necessary parking spaces should be designated only.
For correct functioning of the parking regulation system,
systematic control of operations on the part of the municipal
police is essential. They have powers by operation of law that
provide them with sufficient mechanisms to control –
repressive activities. It is desirable that payments for parking
are verified and vehicles checked on a regular basis; most
violations should be found and resolved by warning or fixed
penalty on the spot. It is the only way how to achieve the high
rate of respecting the parking code and thus to meet its general
objective – traffic regulation in the town centre.
Modern approaches to solutions of parking problems within the
Smart Cities concept state general rules that need to be applied
to get a functional system. Successful realizations are
documented from many municipalities worldwide. The basis of
such system is however a very active and continuous approach
of municipalities in implementation and administration of these
solutions. The question remains to what extent it is possible to
apply similar solutions in the environment of Czech
municipalities. It seems that it is not good to refuse these
solution with the result that it is not possible for various reasons,
but rather try to approach them as much as possible, or at least
not to oppose them on principle. Three general suggestions for
functional parking under the Smart Cities concept are:
 Active parking regulation using parking charges (or
in combination with time limits). Active regulation is
understood regular updates of the above parking
charges with an aim to maintain occupancy of parking
spaces around 85 %.
 Cancellation of minimum parking requirements.
Responsibility for sufficient number of parking spaces
should be born by investor or owner of the estate.
Functional use of the area should be dealt with in
details within the municipal plan in connection with
sustainable mobility plans. It is necessary to envisage
that if the parking demand increases significantly
within the area (e.g. due to new residential
development), the price for parking will also
subsequently increase (see the previous paragraph).
 Return of funds back to the area in the investment
form. The objective is to provide political and user
acceptance which is necessary for functionality of the
solution.
VII. CONCLUSION
The main effort in the Smart City concept is to achieve the
objective of smart parking with efficient use of free parking
areas within the town. The objective of this article was in
particular to emphasize the fact that smart parking would not
come into existence spontaneously by installing modern
technologies detecting vehicles, or by implementing more user-
friendly payment options for parking. Concurrently with the
implementation of these technologies, it is also necessary to
optimize organisational and control processes in the
municipality.
Smart Cities Symposium Prague 2019 6

The survey in Uherské Hradiště will take place one more in the
spring. This time, the deployment of new technologies will also
be tested. To get feedback and evaluate development, repeating
the survey is very important. Often it can be concluded that the
system itself is not bad, it only lacks the correct setting and full
use of all its options. Data on respectability, occupancy, and
turnover is an important basis for understanding static traffic in
each area. They are the basic input information for Smart
Parking concept.
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