Institute Vision

Provide academic and technical excellence to all classes of society for socio-
economic development of the region.

Institute Mission
Provide infrastructure with all modern facilities with stress free and
productive academic environment for teaching and learning, strategic extension,
field action and advocacy through and capacity building for students & faculty.

Department of Civil Engineering

Vision
Imparting best quality technical education in the domain of civil engineering
for infrastructure development and serving the requisite of society.

Mission
1. Plan, design, analysis, construct and manage civil engineering systems.
2. Pursue advance level studies.
3. Pursue professional membership and certifications.
4. To produce graduate who are prepared for life-long learning and successful careers
as Civil Engineers.
 SAVITRIBAI PHULE PUNE UNIVERSITY
PUNE
A
PROJECT REPORT
ON
REDEVELOP AN EXISTING PARKING PATTERN TO MINIMISE
PARKING ISSUES IN NASHIK CITY AT MAHATMA GANDHI ROAD “
(M.G. ROAD)”

SUBMITTED BY,

MS. AHIRE KOMAL RAJESH ( 72015427J)

MR. BAVISKAR NIKET SUNIL (72009372E)
MS. BHAKARE PRANOTI PRAKASH (72009374M)
MR. KSHIRSAGAR RUSHIKESH RAMESH (72009385G)

UNDER THE GUIDELINES OF

PROF. POURNIMA S. BODKE PROF. ANURAAG V. BORASTE

(GUIDE) (CO-GUIDE)

DEPARTMENT OF CIVIL ENGINEERING

LOKNETE GOPINATHJI MUNDE
INSTITUTE OF ENGINEERING EDUCATION & RESEARCH,
CANADA CORNER, NASHIK-422002
(2021 – 2022)
 CERTIFICATE
This is to certify that this report entitled,
Redevelop an Existing Parking Pattern to minimize Parking issues in Nashik
city at Mahatma Gandhi Road “(M.G. road)”

Submitted by

Ms. Ahire Komal Rajesh

Mr. Baviskar Niket Sunil
Ms. Bhakare Pranoti Prakash
Mr. Kshirsagar Rushikesh Ramesh

As a part of project work as prescribed by Savitribai Phule Pune University, Pune

during the academic year (2021 – 2022).
The said work has been assessed by us and we are satisfied that the same is up to
the standard envisaged for the level of the course. And the said work may be
presented to the external examiner.

Prof. A.V. Boraste Prof. Pournima S. Bodke Prof. Y. D. Deore

(Co-Guide) (Guide) (H.O.D)

External Examiner Dr. K. V. Chandratre

(Principal)
 ACKNOWLEDGEMENTS

Expression of feeling by words, make them too loose their significance when
it comes to make a statement of acknowledgement. But we are aware of the great
sense of humanity and gratitude towards all those who have offered us their
precious time and guidance.
We express our sincere thanks to our guide Prof. Pournima Bodke, and our
co-guide Prof. Anurag Boraste, who has given us valuable suggestions, excellent
guidance, continuous encouragement and taken keen interest in the completion of
this work. Their kind help and constant inspiration will always help us in our future
also.
We thank Prof. Yogesh Deore, Head of Civil Engineering Department, for
the co-operation and encouragement for collecting the information and preparation
of data.
We are very thankful to Principal Dr K.V. Chandratre, for encouraging us
to undertake this project and he has taken keen interest in making the project and
report absolutely flawless.
Special thanks our friend Tejas Aher (drone operator), staff members of
Civil Engineering and the Institute’s Library for their help and timely assistance.

Ms. Ahire Komal Rajesh

Mr. Baviskar Niket Sunil
Ms. Bhakare Pranoti Prakash
Mr. Kshirsagar Rushikesh Ramesh
REDEVELOP AN EXISTING PARKING PATTERN
TO
MINIMISE PARKING ISSUES
IN
‘NASHIK CITY’ AT MAHATMA GANDHI ROAD
‘(M.G. ROAD)’
 ABSTRACT

In the recent years, with the rapid development of economy and exorbitant increase in the
motor-vehicles, parking in the urban areas of metro cities have become increasingly prominent.
Population growth and increasing living standards of people are responsible for the rise in the city
cars population. Affordable prices and subsidized parking fees leading people to refer private
vehicle over public transit as their travel mode. It has been observed that in many areas of the
Nashik that due to improper parking system and facilities, the demand cannot be fulfilled by the
available supply of space for parking. Also, there is common problem of illegal parking on the
curb itself due to lack of parking space and improper management, when reduces the effective
carriageway width of the road and affect the speed of the through traffic.
In this study, the problematic parking locations have been selected in Nashik- M.G. Road
to provide solutions which will help to reduce problems. Different field surveys and parking
inventory has been conducted to study various parking statistics and also the demand and supply
of parking areas have been considered. Parking demand is ravenous. Due to unplanned provisions
of on-street planning, the road and footpaths are being engulfed for the purpose of parking the
vehicles on it. Due to improper parking management, the pedestrians suffer. By providing the
space designated to pedestrians, for parking the motorized vehicles, enhances the car owners to
use a greater number of cars. There is an improper way for pricing the parked vehicles.
M.G. Road is one of the crowded areas of Nashik city. It has commercial complex on both
sides of the road. We observed that there is no separate place for parking is provided nearby the
road at walking distance. The people come with their private vehicles park it outside the shops
and also vehicles of the shop’s owners were parked in front of respective shop. In addition, street
vendors started hovering to sell small items and food items, so the road remains in a state of
constant encroachment. Motorists coming here for work have to bear the brunt of it. This problem
can be solved to some extent if proper planning and design of parking facilities is essential in the
city.
 Table of Contents
Chapter Content Page no.
no.
1. Introduction
1.1 General
1.2 Problem Statement
1.3 Objectives
1.4 Future Scope of Project

2. Literature review
2.1. 2.1 Literature review
2.2.
3. Methodology
3.1 Introduction to Methodology
3.2 Parking values
3.3 Types Survey
3.4 Survey Conducted
3.5 Alternate angular and parallel Parking

4. Result and Discussion

4.1 Existing on Street Parking
4.2 Designed Vehicle Count
4.3 Discussions

5. References

6. Photo Gallery
 Table Of Figures
Sr. no Figure no Content Page no

1 1.1.1 Parallel parking

2 1.1.2 Angular parking
3 1.1.3 30° Parking
4 1.1.4 45° Parking
5 1.1.5 60◦ Parking
6 1.1.6 90◦ Parking
7 1.4.1 Shivaji Stadium
8 1.4.2 Shivaji Stadium
9 3.4.1 M.G. Road Map
10 3.4.2 Top view from drone
11 3.5.1 Alternate angular and parallel Parking

No of Table
Table. No Content Page no
3.4.1 Drone Survey Day 1
3.4.2 Drone Survey Day 2
3.4.3 Drone Survey Day 3
3.4.4 Drone Survey Day 4
3.4.5 Drone Survey Day 5
3.4.6 Drone Survey Day 6
3.4.7 Drone Survey Day 7
4.1 Existing Average Vehicle Count
4.2 Designed Vehicle Count

No of graph
Graph No Content Page no
1 Average vehicles count of 7 days
 CHAPTER NO 01
INTRODUCTTION
1.1. GENERAL
As Nasik is a part of Golden triangle and also marching towards becoming smart city,
there is increase in the demand of real estate, infrastructure, and shopping mall, commercial
places like banks, offices and etc. Which results into increase in vehicle population. As a result,
there is a need to make provision for parking of vehicles. According to Regional Transport Office
(R.T.O), Nashik has 4th rank in Maharashtra in increased rate of vehicles. In Nashik city, the
roads are narrow and inadequate links across the river. Also, there is no cycle track and there are
missing
Links in the existing network. To overcome these problems, the proper arrangement of
parking was necessary. To control the traffic in business area by providing parking facility at the
entry of that area. This will help in reducing the number of vehicles in the core are. To control the
haphazard parking by providing parking facility in well manner so that less space is occupied by
vehicle & travelling time is also less. To assess existing parking demand and its characteristics.
To analyses and eliminate existing parking area. To analysis future parking needs

All the cities in India face severe parking problems. Though parking has negligible
effect on quality of transport but there is damage to the life of engine due to parking. Due to
anonymous increase of traffic in India, parking has become the new problem along with pollution
and poor-quality roads. There are two types of parking’s, they are off-street parking and the other
is on-street parking. Off street parking is common in big shopping malls and theatres and huge
offices which are used by employees & customers, on the other hand on-street parking is traffic
problem causing as the parking is directly controlled by market forces, with individual parking
and hence has high demand and is considered as public property. Some might argue that parking
is one of the lesser woes of urban transport, but this view has led to its exclusion from the policy
frame work, causing many traffic bottlenecks. This results in poor quality urban transport, misuse
of land and increasing social and environmental costs. Now –a – days parking -problem is related
to space so we should minimize the space to decrease the parking problems due lack of parking
there will be a problem of fuel loss and low air quality or congestion. So, in some cities, pay for
the usage of parking is also been introduced in busy markets as this the cost of the land Is
refunded and there will be control of demand and preventing the market from distorted. For its
maintenance where the cost is not so high and not free and researches are being done to reduce
the area. Fundamentally parking is a problem of space. With the growing culture of automobile
dependency in INDIAN cities, the demand for parking spaces is sky rocketed. This is especially
because the infra-structural growth of our cities is unable to keep up with the growing demand for
spaces to park. The resultant scarcity of parking space has begun to spill over to other aspects of
urban life in form of congestion, fuel loss, dispersed land use and low air quality. So as long as
there are inexpensive provisions for parking, there will be an increase in usage of private
vehicles, further abetting the problem. Therefore, it is imperative to arrive at a solution that on
one hand provides space for parking while simultaneously managing demand for parking on the
other.

Transportation has a lot of contribution to make this world civilized and developed. With
the acceleration of civilization and rapid development of the social economy, the number of
vehicles has grown rapidly, which prominently increases traffic congestion and other traffic-
related problems. Traffic congestion causes road rage, pollution, and more travel time and fuel
consumption.
This high congestion spreading issues such as slower speeds, larger travel time, and
increased vehicle queuing in urban areas poses a burning requirement to have an effective and
adaptive traffic management system. This issue of congestion has affected both the developing
and developed countries in different degrees of aspect depending upon the techniques used and
infrastructure available. Traffic congestion mainly occurs when the volume of traffic on a
roadway is so heavy that it can force drivers to drive slowly or stop completely. One issue with
this congestion is that it is unpredictable and it can happen anywhere depending on the volume of
traffic and the road condition that change with time. Different roads have different congestion
patterns.
Hence an intelligent and practicable system can be designed to overcome congestion.
Many researchers have proposed both infrastructure-based and infrastructure-less solutions to
detect the current condition of roads. Some infrastructure-based solutions are vision-based.
Magnetic sensor-based or radio frequency identification (RFID) based. These solutions are
expensive; require lots of maintenance, have more chance of failure, less accurate. Infrastructure
fewer solutions are global positioning system (GPS), global system for mobile communication
(GSM), and accelerometer sensors of smartphones. But priority should be given to approaches
that try to predict congestion before the incident of negative effects. At a junction, when vehicles
are facing congestion, nearer vehicles have their parameters very close to each other. So, by using
an appropriate clustering algorithm a cluster can be formed with parameters more similar to each
other.
M.G. Road is one of the crowded areas in Nasik city. It has commercial complex on both
sides of the road. We observed that there is no separate place for parking is provided nearby the
road at walking distance. The people come with their private vehicles & park it outside the shops.
Also, vehicles of the shop owners were parked in front of respective shop. The parking is not in
the disciplined manner.

1.1.1. Parking Facilities:

As one of the elements of any transportation system is the terminal. In the case of
roadway transportation system, parking facilities form the terminal. Hence, for a highway
transportation system to function effectively, proper parking facilities must be built. In this
section some of the design aspects of a parking facility are described. Further, parking is an issue
of concern in urban areas where space is less and vehicle ownership density (per unit area) is
high. Hence, much of the discussion here is based against a backdrop of parking facility design in
urban areas, Parking facilities can be either on-street or off-street On-street parking facilities are
basically the spaces near the sides of the roads where vehicles are allowed to park. Off-street
parking facilities are parking spaces away from the main thoroughfare and connected to it
through a service road; these spaces, unlike on-street parking spaces, are developed solely for the
purposes of parking. In the following, some of the design issues related to on- and off-street
parking are discussed. Before discussing the design issues, however, a discussion on the parking
demand is necessary.

1.1.2. Parking Demand:

The demand for parking (in terms of say, the number of vehicles wanting to park in a
given hour) in an area is generated by the land use pattern in the vicinity. For example, the
demand for parking in an area replete with shops will be high and the demand for parking in an
 area without much development either commercial or residential will be low. Another issue
related to the demand for parking is the duration of parking. This is an important variable
because, the average duration of parking gives an idea as to how frequently the same parking
space can be used for parking different vehicles. The duration of parking in an area, as expected,
is also a function of the land-use in that area for example, the average vehicle parking duration in
front of a post office will be much less than that in front of a restaurant. The average demand for
parking and the average duration of parking (observed during an appropriate time of the day and
over a period of time) together can give a reasonable idea about the requirement of parking
spaces in a given area.

The IRC Special Publication 12 [2015] provides an idea of the requirement for parking
spaces (based on empirical observations and past experience) for various types of residential and
commercial developments. For example, it suggests that for shops and markets, one parking
space should be provided for every 80 sq. m of floor area; for apartment houses (flats), one
parking space for every two flats of 50 to 99 sq. m area, and so on. It should be borne in mind
here that these space requirements were determined under the socio-economic conditions
prevailing before 1988 (when these recommendations were published); since then, the conditions
have changed substantially especially with respect to automobile ownership and hence the space
requirements now will definitely be much more than those provided in the IRC publication.

1.1.3. There are few methods to minimize the space they are –
i. Parallel Parking
ii. Angular Parking
iii. 30◦ Parking
iv. 45◦ Parking
v. 60◦ Parking
vi. 90◦ (Right Angle) Parking

i. Parallel parking: -
The vehicles are parked along the length of the road. Here there is no backward movement
involved while parking or un-parking the vehicle. Hence, it is the safest parking from the accident
perspective. However, it consumes the maximum curb length and therefore only a minimum
number of vehicles can be parked for a given curb length. This method of parking produces least
 obstruction to the on-going traffic on the road since least road width is used. Parallel parking of
cars. The length available to park N number of vehicles, L =N/5.9. It is very difficult to access
spacing parallel mode of parking. In this vehicle are arranged in a line with the front of one
vehicle facing the rear side of the other vehicle. Dimensions of parallel parking are 2.4 x 6.1m.
Total area in square meters is 14.85 m2. This space required is only for one car only.

Figure 1.1.1parallel parking

i. Angular Parking: -
This type of parking is generally used in a common parking lot. The reason behind using this
mode of parking is that it takes up low space than the other modes and it is easier to access. In
this, cars are parked alongside as in perpendicular parking but at an angle-normally of 600 to the
curb. It is used in hotels, stadiums etc. It can also be used on streets where space is adequate.
Dimensions of angular parking are 4.9 x 2.4m. Total area in square meters is 11.76m2. Hence, we
conclude that angular parking is the best Suitable mode for the parking because it requires least
space and it can be used at most of the places where we find the lack of availability of parking
space. We also prefer angular parking management because it compresses less space for parking a
vehicle or it can increase the overall supply of On-street parking if street is wide enough.
 Figure 1.1.2. Angular Parking
ii. 30◦ parking: -
In thirty-degree parking, the vehicles are parked at 30◦ with respect to the road alignment. In
this case, more vehicles can be parked compared to parallel parking. Also, there is better
maneuverability. Delay caused to the traffic is also minimum in this type of parking. 30° Parking
Spaces. Pair of layout drawings for variations of 30° Parking Spaces with dimensions for US and
European spaces. When it comes to parking space designs that maximize space, the 30° Parking
Space stands out among all others. Vehicles in 30° Parking Space are parked at 30° to the road
alignment. Another advantage of this type of parking space is it offers better maneuverability and
reduces delays caused to the track.

Figure 1.1.3. 30◦ parking

iii. 45◦ parking: -
As the angle of parking increases, a greater number of vehicles can be parked. Hence
compared to parallel parking and thirty-degree parking, a greater number of vehicles can be
accommodated in this type of parking. Length of parking space available for parking N number
of vehicles in a given curb is L= 3.54 N+1.77. The 45° Parking Space can accommodate more
vehicles compared to parallel parking and 30° parking. This is made possible by the increase in
the angle of parking. The 45° Parking Space Is also easily maneuverable as it does not require
vehicles to make a sharp turn while parking. Parking your car on a 45-degree angle is easier than
parallel, curb or 90-degree angle parking, and is the first style of parking you need to master
before moving onto more difficult parking maneuvers. If you’re just learning to drive, you might
find this basic driving skill difficult.

Figure 1.1.4. 45◦ parking

iv. 60◦ parking: -
The vehicles are parked at 60◦ to the direction of road. More number of vehicles can be
accommodated in this parking type. Length available for parking N vehicles =2.89N+2.16. The
60° Parking Space is usually the middle ground between straight and 45° parking spaces. Its
advantage is it takes up less space and enables cars to maneuver in and out with ease. Vehicles
usually are at 60° in the direction of the road. If your establishment has a little more room to
spare, the best option is to set spaces at a 60-degree angle. This particular design is the most
common of all because it allows for wider parking spaces and lanes. This means that vehicles will
have more room to traverse your parking lot and also settle on a space. 60-degree angles make
more room for traffic lanes. Cars will be able to navigate the parking lot with ease. Meanwhile,
getting in and out of a lane is a more streamlined process. A 60-degree slant allows for a vehicle
to enter and exit a lane with minimal effort.

Figure 1.1.5. 60◦ parking

v. 90◦ (Right Angle) Parking: -

In right angle parking or 90◦parking, the vehicles are parked perpendicular to the direction of
the road. Although it consumes maximum width curb length required is very little. In this type of
parking, the vehicles need complex maneuvering and this may cause severe accidents. This
arrangement causes obstruction to the road traffic particularly if the road width is less. However,
it can accommodate maximum number of vehicles for a given curb length. Length available for
parking N number of vehicles is L= 2.5N. Also known as 90-degree parking, perpendicular
parking uses spaces that are arranged at a 90-degree angle in relation to the parking lot lanes.
Drivers may enter a perpendicular parking space head-on or in reverse – there is a great deal of
debate among highway and traffic safety experts as to which method is better. The 90° Parking
Space is also known as perpendicular parking. These spaces are at 90° in the direction of the
road. The biggest disadvantage with 90° parking space is that executing it is tricky, and you may
risk colliding with other vehicles if you don’t exercise a lot of caution.

Figure 1.1.6. 90◦ (Right Angle) Parking:

 1.2 PROBLEM STATEMENT: -
1. Insufficient use of existing parking capacity.
2. Parking spaces that are inconvenience to nearby residents and businesses.
3. Loading and unloading zones.
4. Unplanned and on-road parking engulfs the space for pedestrians.
5. Long duration is required to cover the lane, due to unplanned and irregular parking.
6. Illegal parking.

1. Insufficient use of existing parking capacity.

The coordination between parking policies and traffic management revealed how parking
is becoming a barrier to the through-traffic operation. Also, it is responsible for the inefficient use
of available resources. Hence, it is necessary to understand the parking choice behaviour and
actual demand of parking space. Local zoning ordinance, building codes, and other development
practices can result in an oversupply of parking spaces and insufficient use of existing parking.

2. Parking spaces that are inconvenience to nearby residents and businesses.

Parking spaces that are an inconvenience to nearby residents and businesses. Businesses
may experience difficulty in retaining customers and residences may have a problem finding
parking close to their homes.

3. Loading and unloading zones.

As there is commercial area therefore the heavy and transportation vehicles park their
vehicles for loading and unloading on the street this generates negative impacts in terms of road
capacity and safety.

4. Unplanned and on-road parking immerse the space for pedestrians.

Due to improper parking and unawareness of parking pattern people use to park on
pedestal so therefore the pedestrians face problems. Sometimes

5. Long duration is required to cover the lane, due to unplanned and irregular
parking.
Vehicles parked not in proper manner and also transportation vehicles occupy space on
the street and therefore moving vehicles faces more time to cover the path and this also led traffic
problem at a time.

6. Illegal parking.
Inadequate parking facilities are only one aspect of it. Even when proper off-street and
multi-level parking spots are available, poor management. The haphazard parking affects the
traffic carrying capacity of the road resulting in severe traffic congestion, especially in the
evening. Illegal parking spaces that not only obstruct the smooth flow of traffic but also make a
dent in a major revenue source for the city government. Poor facility management and a lack of
traffic data are the major culprits behind illegal on-street parking, a smart parking system can
effectively curb the problem.
1.3 OBJECTIVES:
1. To satisfy social Objectives by managing adequate parking spaces at certain locations.
2. To achieve optimum utilization of available parking spaces.
3. To reduce illegal parking.
4. To minimize traffic congestion.
5. To contribute to a city’s economic activities by ensuring parking fee as a tool, improving
traffic order.
6. To introduce with a new parking pattern i.e., Alternate parallel and angular parking.
 1.4 Future scope of the project work: -

1. Use Existing Parking Capacity More Efficiently Description:

This involves strategies that result in more efficient use of existing
parking facilities, resulting in increased occupancy rates or load factors. Called
allocate parking supply (showup, 2008).

2. Addition of space for parking near the proposed parking street.

Here we have studied the SHIVAJI STADIUM GROUND which is near by the
M.G. ROAD. In which the minimum 6% to 8% of space can be borrowed for parking.

Figure 1.4.1. Shivaji Stadium

 Figure 1.4.2. Shivaji Stadium

3. Redevelopment of Existing Buildings.

When the existing buildings will go for redevelopment then the underground or
mechanical parking can be designed for respective buildings and the respective visiting vehicles
of the building will park their vehicles over there and thus the on-street parking capacity will
increase.

4. Instalment of charging points in underground parking.

As we know from this era electrical vehicles are preferred and used rather than fuel
vehicles as the rates of the fuel are increased thus by installing the charging points in the
underground parking people will prefer to park their vehicles underground for long time and this
also results to availability of parking for other short-term vehicles.

5. Road Widening.
If the possibilities of road widening happen in future, then parking capacity will also increase
simultaneously if proper pattern will be given and proper management will be done.
 CHAPTER NO 02
LITERATURE REVIEW

1. Mr Banerjee & Associates “Parking Management Option and Creative

Solutions”. Journal of City of Pasadena department of transportation, Aug
2003. Improve connectivity of the area to induce shift to other modes, demand
for handicapped parking spaces. Economic, environmental and aesthetic impact
of parking facilities.

2. “Guidelines for parking facilities in urban areas” (IRC) Indian road congress,
SP-12 2015. Parking strategies, guiding principles, norms and standards.

3. Sitesh Kumar Singh “Study of Parking Patterns for Different Parking Facilities”
International Journal of Civil and Structural Engineering Research ISSN 2348-
7607, March 2015. Various parking patterns, parking accumulation, parking
demand, parking volume and occupancy.

4. Miss. Sayantani Mukherjee Basak. “Car Parking – A Perennial Problem”.

International Journal of Science and Research (IJSR) June 2015. Public
awareness, Parking for multimodal integration, Parking revenue for public
good.

5. Mr Anudnya Khandekar, Mrs Avani Jain. “Survey Paper on the Problem for
Parking Vehicles in the City” “International Journal of Engineering Sciences &
Research Technology” March, 2016. Lessons for parking management and
enforcement, parking pricing, parking revenue, improve connectivity of the
area to induce shift to other modes.
6. Mr Sahil Kulshreshtha “Growing Parking Issues and Effective Parking
Management”. International Journal of Innovative Research in Science,
Engineering and Technology, February 2017. Interventions to be considered
while reforming the parking policies. In Indian cities. Quality of service
contracting and technologies. Economic mechanism.

7. Dr Kirti mohan Sharma, parmesh Prajapati Mridul Jain “Problems of parking

and their Possible Solutions with Special Reference to Kota City” career point
University, alaniya, Kota Rajasthan, September 2017. Different modes of
parking, various policies regarding parking.

8. Janak Parmar, Pritikana Das “Evaluation of parking Characteristics: A Case

Study of Delhi.” World conference on Transport Research – WCTR, May 2019.
Parking accumulation, Peak parking saturation, Parking volume, Parking load,
Peak parking ratio, Average parking duration. Parking Characteristics Analysis

9. Suraj Ahire, Bhushan V. Tatar “Analysis of Existing Parking System in Selected

Areas of Nashik. International Journal of engineering Research and Technology
(IJERT), June 2019. Specified area for survey & count number of vehicles
parked in that area with respect to time. Parking survey and its locality.

10. Parking Solutions a Comprehensive Menu of Solutions to Parking Problems

TDM Encyclopaedia Victoria Transport Policy Institute,
https://www.vtpi.org/tdm/index.php
 CHAPTER NO 03
METHODOLOGY

3.1 INTRODUCTION TO METHODOLOGY: -

In the heart of Nashik city, we have selected the specific area traffic i.e., M.G. road which
commercial zone due to this loading and unloading of goods is done and also count of visitors is
more in a day.
Here we have conducted a survey from which we have measured a count of vehicles and
from this we have seen that vehicles are parked legal and also illegal manner also long-term
vehicles are parked which occupies the parking area thus the lack of parking spaces occurs and
hence illegal parking is done by the visitors this leads to traffic congestion throughout the M.G.
road.

3.2 PARKING VALUES:

1. PARKING ACCUMULATION: -
➢ It is defined as the number of vehicles parked at a given instant of time.
➢ Normally this is expressed by accumulation curve (the graph obtained by plotting the number of
bays occupied with respect to time)

2. PARKING VOLUME
➢ Parking volume is the total number of vehicles parked at a given duration of time.
➢ This does not account for repetition of vehicles

3. PARKING LOAD
➢ Parking load gives the area under the accumulation curve.
➢ It can also be obtained by simply multiplying the number of vehicles occupying the parking area
at each time interval with the time interval.
➢ It is expressed as vehicle hours.

4. AVERAGE PARKING DURATION: -

➢ It is the ratio of total vehicle hours to the number of vehicles parked.

5. PARKING TURNOVER: -
➢ It is the ratio of number of vehicles parked in a duration to the number of parking bays
available.
➢ This can be expressed as number of vehicles per bay per time duration.
Parking index
6. PARKING INDEX: -
➢ Parking index is also called occupancy or efficiency.
➢ It is defined as the ratio of number of bays occupied in a time duration to the total space
available
{Parking index = (Parking load / Parking capacity) x 10}

3.3 TYPES OF SURVEY: -

A. IN OUT SURVEY: -
➢ In this survey, the occupancy count in the selected parking lot is taken at the beginning.
➢ Then the number of vehicles that enter and leaving the parking lot for a particular time interval is
counted.
➢ The final occupancy in the parking lot is also taken.
➢ For this survey only one person may be enough.
➢ Limitation: In this method, parking duration and turn over data are not obtained. Hence parking
fare can’t be estimated from this survey.

B. FIXED PERIOD SURVEY: -

• This is almost similar to in-out survey. All vehicles are counted at the beginning of the survey.
• Then, after a fixed time interval (that may vary between 15 minutes to 1 hour), the count is taken
again.
• Limitation: there are chances of missing the number of vehicles that were parked for a short
duration.

C. LICENSE PLATE METHOD OF SURVEY: -

• This results in the most accurate and realistic data.
• In this case of survey, every parking stall is monitored at a continuous interval of 15 minutes or
so and the license plate number is noted down.
• This will give the data regarding the duration for which a particular vehicle was using the parking
bay.
• This will help in calculating the fare because fare is estimated based on the duration for which the
vehicle was parked.
• If the time interval is shorter, then there are less chances of missing short-term parkers.
• Limitation: This method is labor intensive.

D. DRONE SURVEY: -
• A drone survey refers to the use of a drone, or unmanned aerial vehicle (UAV), to capture aerial
data with downward-facing sensors, such as RGB or multispectral cameras.
• Limitations: It requires skilled operator.
3.4 Survey conducted: -
1) O-D survey
2) Drone survey

322) O-D survey: -

An O-d survey is a review of travel information used to determine future traffic patterns.
This are useful when there are substantial changes and anticipated in the existing road network
the origin and destination study provide the basic data for determining the desired direction of
flow.
We have measured the length of the road and existing available parking spaces.
Underground existing parking spaces remote area parking lot and on street parking areas which is
available for parking within the road margins.

Figure 3.4.1. M.G. ROAD Map

Existing parking spaces of the buildings: -

➢ Abhiyankar plaza, ( approx. bank) old underground parking: - 22.46 x 30.51 meter
➢ Sathe baug (dairy don) building: -
49.41 x 2.5 m, 48.31 x 4.5 m, 52.6 x 3.8 m, 24.38 x 2.5 m, 27.77 x 5.63 m.
➢ New Abhiyankar: - 30.48 x 6.09 meter.
➢ Pradhan Park: -
35.20 x 2.59 m, 8.7 x 4.11 m, 45.72 x 3.5 m, 44.22 x 4.52 m, 35.22 x 2.59 m, 12.9 x 3.5
m, 27.73 x 5.18 m.
➢ Sarda sankul: - 41.14 x 6.09 m (UG), 24.38 X 3.5 m, 30.48 x 4.57 m.
➢ Meher signal to Ramesh optician: -
22.86 x 4.57 m, 22.86 x 4.57 m, 22.86 x 4.57 m, 22.86 x 6.7 m, 22.86 x 5.48 m, 22.86 x
5.48 m, 22.86 x 3.2 m.
2) Drone survey
A drone survey refers to the use of a drone, or unmanned aerial vehicle (UAV), to capture
aerial data with downward-facing sensors, such as RGB or multispectral cameras, and LIDAR
payloads.
Drone survey is done to collect the data of legal and illegal parked vehicles and available
parking spaces at specific interval of time. From drone survey we get the accurate data and
precise measurements which also reduced the manpower requirements and easily deployable.
Description:
We have conducted the survey for 7 days of the week as to analysis the parking data. Per
day we have flown drone at a fixed time slot i.e., 29 January 2022 to 4 February 2022 thrice in a
day i.e. 9.00 am to 12.00 pm in the morning, 1.30 pm to 3.30 pm in the afternoon and 5.00 pm to
6.00 in the evening. In this we captured the images and videos and then we recognized the illegal
Parking and legal parking, transportation vehicles and auto rickshaws. We calculated the
pprox.. no of vehicles manually and then we got the results as shown in the following tables
from day 1 to day 7.

Figure 3.4.2 Top View through Drone

Drone used for survey have following Details: -
DAY 1: - 29/01/2022 (Saturday)
DRONE SURVEY VEHICLE PARKING DATA OF M.G. ROAD:

TIME VEHICLES LEGAL ILLEGAL TOTAL

BIKES 148 35 183
09.00 AM TO CARS 51 11 62
12.00 PM AUTO 9 9
(MORNING) TRANSPORTATIO
N 6 6
BIKES 239 44 283
01.30 PM TO CARS 46 24 70
03.30 PM AUTO 11 11
(AFTERNOON) TRANSPORTATIO
N 4 4
BIKES 197 54 251
05.00 PM TO CARS 32 42 74
06.00 PM AUTO 8 8
(EVENING) TRANSPORTATIO
N 6 6
TOTAL 713 254 967
AVERAGE 237.6666667 84.66666667 322.3333333
APPROX. NO OF VEHICLES 238 85 323
Table no 3.4.1

OBSERVATION:

AVERAGE NO OF: BIKES: 240 NOS

CARS: 50 NOS

AUTO: 09 NOS

TRANSPORTATION: 05 NOS
Day 1
DAY 2: - 30/01/2022 (Sunday)
DRONE SURVEY VEHICLE PARKING DATA OF M.G. ROAD:

TIME VEHICLES LEGAL ILLEGAL TOTAL

BIKES 250 48 298
09.00 AM TO CARS 44 25 69
12.00 PM AUTO 10 10
(MORNING) TRANSPORTATIO
N 3 3
BIKES 191 40 231
01.30 PM TO CARS 40 24 64
03.30 PM AUTO 8 8
(AFTERNOON) TRANSPORTATIO
N 6 6
BIKES 154 30 184
05.00 PM TO CARS 34 20 54
06.00 PM AUTO 10 10
(EVENING) TRANSPORTATIO
N 5 5
TOTAL 713 229 942
AVERAGE 237.6666667 76.33333333 314
APPROX. NO OF VEHICLES 238 77 314
Table no 3.4.2

OBSERVATION:

AVERAGE NO OF: BIKES: 224 NOS

CARS: 49 NOS

AUTO: 21 NOS

TRANSPORTATION: 04 NOS
Day 2
DAY 3: - 31/01/2022 (Monday)
DRONE SURVEY VEHICLE PARKING DATA OF M.G. ROAD:

TIME VEHICLES LEGAL ILLEGAL TOTAL

BIKES 82 7 89
09.00 AM TO CARS 27 6 33
12.00 PM AUTO 8 8
(MORNING) TRANSPORTATIO
N 4 4
BIKES 153 25 178
01.30 PM TO CARS 31 11 42
03.30 PM AUTO 8 8
(AFTERNOON) TRANSPORTATIO
N 6 6
BIKES 187 33 220
05.00 PM TO CARS 37 15 52
06.00 PM AUTO 9 9
(EVENING) TRANSPORTATIO
N 5 5
TOTAL 517 137 654
AVERAGE 172.3333333 45.66666667 218
APPROX. NO OF VEHICLES 173 46 218
Table no 3.4.3

OBSERVATION:

AVERAGE NO OF: BIKES: 163 NOS

CARS: 43 NOS

AUTO: 08 NOS

TRANSPORTATION: 05 NOS
Day 3
DAY 4: - 01/02/2022 (Tuesday)
DRONE SURVEY VEHICLE PARKING DATA OF M.G. ROAD:

TIME VEHICLES LEGAL ILLEGAL TOTAL

BIKES 212 25 237
09.00 AM TO CARS 54 10 64
12.00 PM AUTO 10 10
(MORNING) TRANSPORTATIO
N 4 4
BIKES 212 24 236
01.30 PM TO CARS 46 7 53
03.30 PM AUTO 13 13
(AFTERNOON) TRANSPORTATIO
N 6 6
BIKES 215 15 230
05.00 PM TO CARS 43 8 51
06.00 PM AUTO 14 14
(EVENING) TRANSPORTATIO
N 4 4
TOTAL 782 140 922
AVERAGE 260.6666667 46.66666667 307.3333333
APPROX. NO OF VEHICLES 261 47 308
Table no 3.4.4

OBSERVATION:

AVERAGE NO OF: BIKES: 235 NOS

CARS: 42 NOS

AUTO: 12 NOS

TRANSPORTATION: 05 NOS
Day 4
DAY 5: - 02/02/2022 (Wednesday)
DRONE SURVEY VEHICLE PARKING DATA OF M.G. ROAD:

TIME VEHICLES LEGAL ILLEGAL TOTAL

BIKES 239 35 274
09.00 AM TO CARS 51 15 66
12.00 PM AUTO 6 6
(MORNING) TRANSPORTATIO
N 4 4
BIKES 240 32 272
01.30 PM TO CARS 49 13 62
03.30 PM AUTO 7 7
(AFTERNOON) TRANSPORTATIO
N 4 4
BIKES 239 38 277
05.00 PM TO CARS 59 14 73
06.00 PM AUTO 8 8
(EVENING) TRANSPORTATIO
N 3 3
TOTAL 877 179 1056
AVERAGE 292.3333333 59.66666667 352
APPROX. NO OF VEHICLES 293 60 352
Table no 3.4.5

OBSERVATION:

AVERAGE NO OF: BIKES: 275 NOS

CARS: 58 NOS

AUTO: 07 NOS

TRANSPORTATION: 04 NOS
Day 5
DAY 6: - 03/02/2022 (Thursday)
DRONE SURVEY VEHICLE PARKING DATA OF M.G. ROAD:

TIME VEHICLES LEGAL ILLEGAL TOTAL

BIKES 253 38 291
09.00 AM TO CARS 47 11 58
12.00 PM AUTO 7 7
(MORNING) TRANSPORTATIO
N 5 5
BIKES 240 28 268
01.30 PM TO CARS 49 8 57
03.30 PM AUTO 10 10
(AFTERNOON) TRANSPORTATIO
N 6 6
BIKES 234 34 268
05.00 PM TO CARS 50 10 60
06.00 PM AUTO 8 8
(EVENING) TRANSPORTATIO
N 3 3
TOTAL 873 168 1041
AVERAGE 291 56 347
APPROX. NO OF VEHICLES 291 56 347
Table no 3.4.6

OBSERVATION:

AVERAGE NO OF: BIKES: 277 NOS

CARS: 51 NOS

AUTO: 08 NOS

TRANSPORTATION: 05 NOS
Day 6
DAY 7: - 04/02/2022 (Friday)
DRONE SURVEY VEHICLE PARKING DATA OF M.G. ROAD:

TIME VEHICLES LEGAL ILLEGAL TOTAL

BIKES 183 28 211
09.00 AM TO CARS 42 8 50
12.00 PM AUTO 8 8
(MORNING) TRANSPORTA
TION 5 5
BIKES 209 31 240
01.30 PM TO CARS 39 10 49
03.30 PM AUTO 7 7
(AFTERNOON) TRANSPORTA
TION 6 6
BIKES 221 39 260
05.00 PM TO CARS 47 11 58
06.00 PM AUTO 8 8
(EVENING) TRANSPORTA
TION 4 4
TOTAL 741 165 906
AVERAGE 247 55 302
APPROX. NO OF VEHICLES 247 55 302
Table no 3.4.7

OBSERVATION:

AVERAGE NO OF: BIKES: 235 NOS

CARS: 49 NOS

AUTO: 08 NOS

TRANSPORTATION: 05 NOS
Day 7
3.5 ALTERNATE ANGULAR AND PARALLEL PARKING
WE have introducing new parking pattern in which vehicle are parked alternately in
parallel and angular manner i.e., alternate angular and parallel parking.

This consist of no of four wheelers and at some interval no of two wheelers. Where there
is more need of two wheelers can placed or designed more no of two wheelers and we can
calculate vehicles capacity by various survey. From this parking pattern no street parking
capacity increases for two wheelers as well as four wheelers.

From this parking people will aware of parking their vehicles on respective parking facilities.

Figure 3.5.1 Alternate Angular and Parallel Parking.

 CHAPTER NO 04
RESULTS AND CONCLUSION
From the 7 days survey we have got the average no of vehicles parked within the day at
the M.G. ROAD.
TOTAL
SR NO DAY 1 DAY 2 DAY 3 DAY 4 DAY 5 DAY 6 DAY 7 APPROX.
AVRG

BIKE 240 224 163 235 275 277 237 235.857143 236

CARS 50 49 43 42 58 51 49 48.8571429 49

AUTO 9 21 8 12 7 8 8 10.4285714 11

TRANSPORTATION 5 4 5 5 4 5 5 4.71428571 5

Table no 4.1 Existing Average Vehicle Count

4.1. Existing on street parking: -

AVERAGE VEHICLES COUNT OF 7 DAYS

300 277
290 275
280
270
260 240 237
250 235
240 225
230
220
210
200
190
180 163
170
160
150
140
130
120
110
100
90
80 58
70 50 49 51 49
60 43 42
50
40 21 22
30 9 8 7 8 8
20 5 4 5 5 4 5 5
10
0
BIKES CARS AUTO TRANSPORTATION
DAY 1 DAY 2 DAY 3 DAY 4 DAY 5 DAY 6 DAY 7

Graph no 1. Average vehicles count of 7 days

4.2 Designed vehicle count: -

The designed “Alternate angular and parallel parking pattern” which will be convenient
for M.G. Road in Nashik City. As we have studied that the pattern is beneficial for our city. Also,
it can be applicable for other places.

Vehicles Bikes Cars

No’s 192 54
Table no 4.2 Designed vehicle count

As throughout the M.G. road there is no Auto-rickshaw stand is mentioned in the traffic
department data of Nashik city.
Same for the transportation vehicles, there is no parking area, it is only allowed for
loading and unloading at particular time and also restricted by traffic department, Nashik city.
From the above data we have studied that no of vehicles (4 wheelers) can be parked
20% and no of vehicles (2 wheelers) 10% more than the existing parking. As this will be
efficient for the road parking capacity as mentioned below: -

➢ Minimizes the duration to cover the pathway

➢ Reduces illegal parking.
➢ Reduces congestion and maintains the steady flow of traffic.
➢ Convenient parking experience will be valued by the visitors:
 4.3 DISCUSSION

➢ Parking arrangements should be arranged in proper manner and make

awareness among people to use right parking system
➢ Parking spaces can be added in remote areas and can be carry out pay and
park service so the on-street traffic will be reduced.
➢ Those shop owners who have their private parking i.e., underground
parking they are instructed to park their vehicles in respective parking
slot.
➢ Parking of Heavy vehicles should be prohibited so obstructions will not
occur and traffic flow will remain steady.
➢ Proper parking pattern should be design in which need of parking can be
satisfied.
➢ Term pay and Park can be applied for long term parking so the rate of
long-term vehicles will reduce.
➢ Divider can be provided for better flow of traffic and no opposite lane
vehicles can block the flow of traffic.
➢ Angular parking pattern should be applied so this will not block the road
while un-parking.
➢ Camera detectors method can be provided to display the parking
occupancy and vacancy.
➢ Parking slots can be added in the buildings while the reconstruction of
building.
➢ New Parking Patterns should be provided for better parking arrangement
and traffic flow.
➢ Due to encroachment of hawkers, pedestrians are facing problems.
 CHAPTER NO 05
REFERENCES
11.Mr Banerjee & Associates “Parking Management Option and Creative
Solutions”. Journal of City of Pasadena department of transportation, Aug 2003.

12.“Guidelines for parking facilities in urban areas” (IRC) Indian road congress,
SP-12 2015.

13.Sitesh Kumar Singh “Study of Parking Patterns for Different Parking Facilities”
International Journal of Civil and Structural Engineering Research ISSN 2348-
7607, March 2015.

14.Miss. Sayantani Mukherjee Basak. “Car Parking – A Perennial Problem”.

International Journal of Science and Research (IJSR) June 2015.

15.Mr Anudnya Khandekar, Mrs Avani Jain. “Survey Paper on the Problem for
Parking Vehicles in the City” “International Journal of Engineering Sciences &
Research Technology” March, 2016.

16.Mr Sahil Kulshreshtha “Growing Parking Issues and Effective Parking

Management”. International Journal of Innovative Research in Science,
Engineering and Technology, February 2017

17.Dr Kirti mohan Sharma, parmesh Prajapati Mridul Jain “Problems of parking
and their Possible Solutions with Special Reference to Kota City” career point
University, alaniya, Kota Rajasthan, September 2017

18.Janak Parmar, Pritikana Das “Evaluation of parking Characteristics: A Case

Study of Delhi.” World conference on Transport Research – WCTR, May 2019.
19.Suraj Ahire, Bhushan V. Tatar “Analysis of Existing Parking System in Selected
Areas of Nashik. International Journal of engineering Research and Technology
(IJERT), June 2019.

20. Parking Solutions a Comprehensive Menu of Solutions to Parking Problems

TDM Encyclopaedia Victoria Transport Policy Institute,
https://www.vtpi.org/tdm/index.php
 CHAPTER NO 06
PHOTO GALLERY