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Study on the layout method of Urban underground parking system-a case of underground parking system in the Central business District in linping New City of Hangzhou
Sustainable Cities and Society 46 (2019) 101404
Contents lists available at ScienceDirect
Sustainable Cities and Society journal homepage: www.elsevier.com/locate/scs
Study on the layout method of Urban underground parking system-a case of underground parking system in the Central business District in linping New City of Hangzhou
T
⁎
Ping Zhang , Zhilong Chen, Hong Liu Army Engineering University of PLA, Nanjing Jiangsu Province, 210007, China
A R T I C LE I N FO
A B S T R A C T
Keywords: Central Business District (CBD) Underground parking system Planning and design Underground vehicular round corridor
In the face of imbalance between supply and demand of parking facilities in urban central business district (CBD) areas and the increasingly prominent parking problems, it has become necessary to develop and construct underground parking systems so as to alleviate ground traffic pressure and reduce traffic congestion. Underground parking system planning includes the following main components: system level division, parking scale determination, entrance and exit settings, and internal flow organization of the system. By analyzing the current parking characteristics of the CBD in Linping New City of Hangzhou, and based on indicators such as base conditions of the underground parking system, the total number of parking berths and the number of parking units, a scoring standard is used to determine a grading method for the underground parking system. According to different levels of underground parking system, and based on the number of system parking units and the number of vehicles entering and leaving the system during peak hours, the principle of setting the number of entrances and exits of underground parking system is clearly defined. According to the layout pattern of underground parking system and the internal traffic flow analysis of the vehicles entering and leaving the system, the setting of underground vehicle lanes and underground parking units in the system is taken into account to determine the internal traffic organization of underground parking system. This research provides a reference for the planning and design of urban underground parking systems.
1. Introduction The Central Business District (CBD) of a city has high development intensity, and a large floor area ratio. Thus, the traffic volume generated and attracted by a CBD is enormous. With the rapid improvements in domestic motorization levels, car ownership and usage rates have risen rapidly, leading to increasingly prominent CBD parking problems (Wang & Liu, 2014). At present, the major urban CBD parking problems include: an unbalanced supply and demand of parking facilities, insufficient land for public parking facilities, and illegal parking. Parking planning and construction is impractical since the service radius of some public parking facilities is too large, and is situated at considerable distances from its main service targets, which leads to idle parking resources (Yan-ling et al., 2016). Additionally, parking entrances and exits are located impractically, where the entrances and exits are mutually independent, and there is no systematic connection between them (Wang & Yuan, 2013). It must be noted that entrances and exits have a huge impact on road traffic efficiency.
⁎
“Shared Parking Design and Management” published by Mary S. Smith (2007), primarily analyzed the relationship between parking demands of different land use types within a block under different development intensities, and at different time periods. It provides a theoretical basis for reasonably determining the parking berth scale that is required to construct the comprehensive development of shared parking (Smith, 2007). Franco, Sofia F analyzed the establishment of a parking management strategy such as controlling parking areas in the CBD to improve the transportation system (Franco, 2017). David A. Hensher and Jenny King investigated and analyzed the impact of parking locations, supply, and price on parking demand in Sydney's CBD (Hensher & King, 2001). Mayuri Patel and Sanjay Dave created a parking model around the city's CBD in their report "Parking in the City", and concluded that the parking area distribution and the optimal parking location distribution are influenced by market price (Patel & Dave, 2016). Chen Jun studied the factors affecting urban parking demand and distribution from the aspects of urban population, productivity layout, regional spatial structure and dynamic traffic
Corresponding author. E-mail address: [email protected] (P. Zhang).
https://doi.org/10.1016/j.scs.2018.12.032 Received 22 August 2018; Received in revised form 9 December 2018; Accepted 25 December 2018 Available online 03 January 2019 2210-6707/ © 2019 Elsevier Ltd. All rights reserved.
Sustainable Cities and Society 46 (2019) 101404
P. Zhang et al.
Table 1 The underground space development in Chinese urban CBDs. (Unit: ha, 10 thousand square meters). The name of area
Land area (ha)
The area of ground surface development(10 thousand square meters)
Plot ratio
The area of underground space development (10 thousand square meters)
The ratio of underground and ground space
Wangfujing of Beijing Zhongguancun of Beijing Xinjiekou of Nanjing Qianjiang New City of Hangzhou Huaqiang North of Shenzhen Hongqiao of Shanghai
165 50 100 402
346 100 200 650
2.1 2 2 1.62
60 50 45 210
17.34% 50% 22.5% 32.3%
145 143
600 170
4.14 1.19
150-180 101
25-30% 59.4%
Table 2 The underground parking systems in urban CBD of China. (Unit: ha, 10 thousand square meters). The name of area
The quantity of ground surface development(10 thousand square meters)
The quantity of underground space development (10 thousand square meters)
The number of connected parking units (number)
The number of underground parking berths (number)
Zhongguancun of Beijing Finance Street of Beijing Wangjiadun of Wuhan Xidong New City of Wuxi Monument for Liberation in Chongqing
100 100 400 150 1000
50 60 80 6.2 —
11 14 11 24 12
15000 7000 13556 8000 20000
and road network capacity (Chen, 2000), Peng Min proposed a method for predicting the social public parking demand of the CBD. The above research results focus on the detailed demonstration of CBD ground parking in terms of management, demand forecasting, planning and design, which play a pivotal role in solving the urban CBD parking problems to some extent (Min, Li, & Weilong, 2012). Through research on the planning methods of urban underground parking systems, this paper holds significant practical value for resolving the contradiction between urban underground parking supply and demand, alleviating urban CBD traffic pressure, and promoting sustainable development of urban traffic. The development scale of underground space in Chinese urban CBDs such as Qianjiang New City of Hangzhou, Huaqiang North district of
Table 3 The number of entrances and exits for underground parking system (Unit: number). Grade
Grade Ⅰ (extra large)
Grade Ⅱ (large)
Grade III (medium)
Grade Ⅳ (small)
Entrance number Exit number
≥4 ≥4
≥3 ≥3
≥2 ≥1
≥1 ≥1
attraction. The study established the demand forecasting model for CBD parking and the correction algorithm under relevant parking characteristics. Based on the relationship model between parking facilities
Fig. 1. Internal flow organization of underground parking system. 2
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Fig. 2. Regional loca tion of Linping New City.
combines the CBD underground rail transit, underground expressway and underground pedestrian system to form a complete underground dynamic and static traffic network (Matsushita et al., 1993). It channels a significant proportion of urban dynamic traffic underground, implements the separation of persons and vehicles, relieves ground traffic pressures, and enhances the accessibility of the urban CBD (Goel et al., 2012).
Shenzhen and Shanghai Hongqiao CBD has exceeded 1 million square meters, as shown in Table 1. Several underground parking systems have been built in Zhongguancun district of Beijing, Finance Street of Beijing, Wangjiadun district of Wuhan, and other areas in urban CBD of China, as shown in Table 2. 2. Concept and significance of underground parking system
3. Layout method of underground parking system Underground parking system refers to the integration of several underground parking lots and their supporting facilities, which are linked and have comprehensive functions, such as parking, management, service and assistance, etc. Underground parking system connects the built-in underground parking lots of different buildings in the CBD and the public underground parking lots, and implements the sharing of underground parking spaces through unified dispatch management inside the underground parking system (Amini et al., 2017; Zhang et al., 2015). Moreover, the size of a single underground parking lot and the number of entrances and exits are reduced. Thus, the underground parking lot no longer sets the entrances and exits separately, but shares the entrances and exits of the underground parking system. The location and number of entrances and exits can also be set according to the volume of surrounding road traffic. Underground parking system
3.1. Grading of underground parking system The grading of underground parking system is carried out according to various completed planning indicators of the underground parking system. The statistics and analysis of relevant parameters are performed, including the construction scale, the number of parking vehicles and the layout pattern. Thus, a series of statistical results are obtained, and the system level is defined in accordance with these results. The higher the grading of underground parking system, the more the number of connected underground parking units. The total number of berths of underground parking system can be determined by the number of berths of different underground parking units. According to the total number of berths in the underground parking system, 3
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Fig. 3. Planning scope in Linping New City. Table 4 Parking analysis for public buildings, properties, off-road public and side parking facilities. Table 4 comes from The Planning of Static Traffic System in Yuhang District of Hangzhou (2009). Property type
Average parking time (min)
Turnaround rate
Utilization percentage
Peak parking indicator
Administration Business center Large supermarket Middle-grade and high-grade hotel Hospital High-grade office Financial office Public parking facility On-street parking facility
71 66 74 140 87 82 61 90.5 38.3
1.48 3.25 1.03 1.81 1.96 1.10 2.62 1.15 3.82
72.3% 99.6% 88.7% 68.0% 100.4% 79.3% 110.2% 50.0% 80.6%
0.93 1.38 0.93 1.37 1.02 0.60 2.62 1.01 1.01
of parking spaces. This is applicable to the ordinary single parking lot. However, the underground parking system is composed of multiple parking units, whose composition is much more complicated compared with a single parking lot. Thus, it is inadequate to classify the system based on only the number of parking vehicles. The main factors affecting the level of underground parking system are: base condition (k1), total number of berths in the system (k2), number of system parking units (k3), and k1+k2+k3 = 1. The determination of the
combined with the surrounding road capacity, the number of entrances and exits of the underground parking system is determined. Therefore, the grading of the underground parking system clarifies the total number of berths and the number of entrances and exits of the underground parking system, which can provide a quantitative basis for future system planning and factor design, and is a prerequisite for system construction (Zhilong & Ping, 2014). The main basis of grading of the existing parking lot is the number 4
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Table 5 Underground parking facilities for individual blocks. Block No.
Land use
Parking area (m2)
Development levels
Parking berths (number)
C-3-01 C-4-01 C-4-02 C-5-01 C-6-01 C-6-02 C-7-01 C-8-01 C-8-02 Total
Commercial finance Commercial finance Commercial finance Commercial finance Commercial finance Substations and social parking Commercial finance Commercial finance Commercial finance
22227 32884 28610 24185 19934 — 37700 21874 10210 197624
2 3 3 2 3 — 3 3 3
567 744 786 617 451 — 853 558 231 4807
Fig. 4. Layout of land use.
3.2. Determination of entrances and exits of underground parking system
proportional coefficient is achieved by the scoring method with the help of 10 experts from the field of urban underground space planning and urban traffic. The proportional coefficients are k1 = 0.2, k2 = 0.4, k3 = 0.4.
The number of entrances and exits required for underground parking system are directly related to the system level. If the system level is higher, the scale will be larger, and more entrances and exits will be required. The principles for determining the number of system entrances and 5
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Fig. 5. Functional layout of basement first floor.
vehicular lane. Traffic flow comes into primary channels in the system and diverts into different parking units by passing through secondary channels. When traffic flow comes out of the system, it will come from different parking units, which will go through secondary channels and then come together to primary channels. Due to the closed loop made by internal channels in “Outer ring” system, it makes the internal flow organization more complicated, which is prone to direction dislocation as shown in Fig. 1(a) and (b). The internal lane setting of the underground parking system is directly related to the organization of internal traffic flow. In the process of mutual transformation of internal flow organization in underground parking system, attention must be paid to the location of primary and secondary lanes within the system, and the determination of lane length. If the lanes within the system are too long, the total time spent by vehicles using the system will be extended, or the walking distance for travelers in the underground facility will exceed an acceptable range. Consequently, the attraction of underground parking facilities will decline, ultimately leading to reduced utilization rate of underground parking system. Therefore, the internal flow organization of underground parking system should not be overly complicated, and the length of the internal lanes should be as short as possible, thus enhancing the system’s utilization rate and service levels more effectively.
exits include: 1 The total number of entrances and exits in the system should be no less than the total number of system parking units; 2 Considering safety and management, one entrance and one exit are provided for every 300˜400 berths; 3 Entering the system has a higher priority than leaving the system, and the number of entrances can be greater than the number of exits; 4 The minimum number of entrances and exits that need to be set for different levels of underground parking systems is shown in Table 3.
3.3. Internal flow organization of underground parking system The internal flow organization of the "ring" underground parking system is divided into an inner ring and an outer ring. The “inner ring” refers to the internal traffic flow of the system passing through each underground parking unit. There is only one direction of traffic flow in the system. The internal flow organization is relatively single, and there will be no sense of direction dislocation. The “outer ring” refers to the internal traffic flow of the system which does not need to cross each underground parking unit, but is connected by an underground 6
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Fig. 6. Functional layout of basement second floor.
4. Status analysis of CBD parking in Linping New City of Hangzhou
adequate. The analysis was undertaken for Linping Old Town, which is located close to Linping New City in the "Yuhang District Static Traffic System Planning", as shown in Table 4. An analysis of the above table reveals that parking utilization and the turnaround rate of public parking facilities during peak hours are low, indicating that the actual use of public parking facilities is not coordinated in relation to their positioning, mainly due to the factors relating to charges, and the level of traffic convenience. The overall utilization rate of buildings equipped with parking facilities during peak hours is higher, and the peak parking indicator is greater than 1, or close to 1, indicating that the parking facilities in Linping urban area have higher service efficiency. Moreover, the stress between parking supply and demand is prominent, and the existing parking spaces are significantly insufficient, indicating that the parking demand is relatively high.
The core functions of Hangzhou's Linping New City are business offices, conferences and exhibitions, and large-scale commercial shopping centers, while characteristic commercial blocks, culture and entertainment, sports and leisure, are auxiliary functions. The planning scope includes the area north to Century Avenue, Shanghai-Hangzhou expressway and Xingqiao Avenue to the south, Wangmei Road connected by South Xi'an Road to the west, and Lindong Road connected by Donghu Road to the east. The total land area is approximately 6.72 square kilometers and the resident population is 150,000, as shown in Figs. 2 and 3. 4.1. Parking facilities for motorized vehicles Linping New City is in the early stages of construction. At present, there is no public parking facility within the new city. The current parking facilities include buildings equipped with parking and public parking on the road. The buildings equipped with parking are mainly concentrated around the Times Square and in the office and residential areas, such as Century Garden.
5. Composition of underground parking system of Linping New City’s CBD of Hangzhou The underground vehicular ring corridor of Hangzhou Linping New City's CBD is located on the basement first floor, with a total length of 1050 m, a width of 8 m, and two one-way lanes. The underground parking facilities, consisting of nine blocks (C-3-01, C-4-01, C-4-02, C-501, C-6-01, C-6-02, C-7-01, C-8-01 and C-8-02), are connected through the underground ring corridor to form a "ring" underground parking system. Considering the difficulty in parking management, the
4.2. Parking characteristics analysis Linping New City is currently in a stage of development and construction, and its parking facilities and provisions are not quite 7
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Fig. 7. Functional layout of basement third floor. Table 6 Grade classification of underground parking system. Grade
Score
Grade Ⅰ (extra large)
Over 90
Grade Ⅱ (large)
Over 80
Grade III (medium)
Over 70
Grade Ⅳ (small)
Over 60
Necessary conditions 1 2 1 2 1 2 1 2
The The The The The The The The
total number of parking berths cannot be less than 2000; number of parking units cannot be less than 8. total number of parking berths cannot be less than 1000; number of parking units cannot be less than 4. total number of parking berths cannot be less than 300; total number of parking units cannot be less than 3. total number of parking berths cannot be less than 100; total number of parking units cannot be less than 2.
Project of Hangzhou (Trial)”, and combined with the characteristics of Linping New City CBD. The buildings equipped with underground parking spaces, as part of various construction projects, are detailed in Table 5 and Figs. 4–7.
underground parking plan does not recommend linking parking facilities for residential construction, and only commercial and social parking facilities are connected. The focus for the control of the underground parking facility equipped in the planning area is mainly the building’s parking indicator, determination of reasonable development amount, overall layout, and an efficient parking system. Drawing on the experience of planning and construction of underground parking facilities in China and abroad, corresponding regulations have been made with respect to construction indicators for various buildings in the planning area according to the “Implementation Rules for the Construction of Motor Vehicle Parking Spaces in Urban Construction
5.1. Grading of underground parking system The main factors affecting the grade of underground parking system are: base conditions, total number of parking berths and units in the system. Through the scoring system standard, the scoring result of each influencing factor is multiplied by the corresponding proportional 8
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< 100
100–300
301–1000
1001–2000
≥2000
Score
60
70
80
90
100
100
Good (Adequate conditions)
Total number of berths (pcs)
95 90
Parking units (No.)
2
3
4
5
6
7
8
9
≥10
Score
60
65
70
75
80
85
90
95
100
coefficient, and the total score of a system is obtained by weighting, as shown in Table 6. If the scores reach those for the Grade I standard, but the necessary conditions do not meet those for a Grade I underground parking system, the grade achieved by meeting the necessary conditions is regarded as the grade of underground parking system, and so on. If the necessary conditions do not meet Grade IV standard, it is only an underground parking facility. The rating criteria of underground parking system are shown in Tables 7–9. The underground parking system of Linping New City's CBD in Hangzhou consists of 8 underground parking lots connected in series, which provide a total of 4807 parking berths. The following can be obtained according to the described classification criteria for underground parking system: 1 The total score of base conditions is S1 = 100, proportional coefficient is k1＝0.2; 2 The total score of the total number of berths is S2＝100, proportional coefficient is k2＝0.4; 3 The total score of the number of parking units is S3＝90, proportional coefficient is k3＝0.4;
85 70 60
Medium (Fine conditions) Poor (Limited favorable conditions) Good (Difficult, but can be achieved) Poor (Very difficult to build)
The final score of the underground parking system is S = S1 ×k1 +S2× k2 +S3 ×k3 = 96, which would classify it as a Grade I system. 5.2. Determination of the number of entrances and exits for underground parking system
75
According to the requirements of Grade I underground parking system, entrances and exits must be set separately. At least four entrances and exits should exist, and the length of the entrance and exit ramps must be 33 m. The distance from the entrance and exit to the intersection of the main road must be ensured by the following criteria: the intersection of the main road is ≥60-80 m (a distance of 60 m is recommended for a 35 m wide road, 70 m for a 40 m wide road, and 80 m for a 50 m wide road); the intersection of secondary road is ≥3050 m (a distance of 40 m is recommended for a 25 m wide road); and the branch intersection is ≥30 m (a distance of 30 m is recommended for a 20 m wide road). Vehicular entrances and exits of each block that are present on the same road should not exceed 2, and the distance between each entrance and exit should not be less than 100 m. The settings of vehicular entrances and exits on the main road of the city are strictly controlled. Generally, one is set at an interval of 200 m on main roads, as well as 100 m on secondary roads, as shown in Fig. 8. 5.3. Internal flow organization of underground parking system Combined with the analysis of traffic flow at the road intersection of Linping New City in Hangzhou, the mode of “inner ring” flow organization is selected for the underground parking system. The main passage inside the system is a one-way, two-lane, with a width of 8 m, and
Score
Good (Adequate favorable conditions)
The old town area is suitable for implementing underground parking system
Poor (Basic conditions to allow construction)
Table 9 Scoring standards for parking units of underground parking system.
It is difficult to build an underground parking system Base conditions
Table 7 Scoring standards for base conditions of underground parking system.
The newly built area is suitable for implementing underground parking system
Table 8 Scoring standards for berth number of underground parking system.
9
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Fig. 8. Layout for entrances and exits of underground parking system.
shown in Table 10, Figs. 9 and 10.
Table 10 Design value of the underground vehicular ring corridor. Development levels
Basement first floor
Length (m) Width (m) Clear height (m) Building area (m2) Passage mode Traffic operation mode Entrance number Exit number Designed speed (km/h) Connected block’s parking facilities
1050 8 4 8400 one-way two-lane, one-way single lane Right In, Right Out , , , , , , 40 C-3-01, C-4-01, C-4-02, C-5-01, C-6-01, C-701, C-8-01, C-8-02
6. Conclusions By means of underground parking system, the parking capacity between each parking unit is macro-distributed, the parking resource allocation is optimized, and the traffic accessibility is enhanced. This paper combines the research on the layout method of underground parking system, and plans and designs the underground parking system of CBD in Linping New City of Hangzhou. The construction of the underground parking system implements shared parking in the CBD area, which improves the parking utilization rate and turnover rate. The problem of insufficient parking facilities in the current situation is solved, the number of entrances and exits of the ground parking lot are reduced, and the traffic congestion in the CBD area is alleviated.
the secondary passage is a one-way, single lane, with a width of 4 m. Two lanes of the main passages are separated by lines, and the traffic flow inside the passage is in a one-way counterclockwise direction, as 10
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Fig. 9. Cross-section drawing of the underground vehicular ring corridor.
Fig. 10. Internal flow organization of the underground parking system.
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Funding
parking lot developments in Japan. Tunnelling and Underground Space Technology, 8(1), 65–73. Min, P., Li, W., & Weilong, M. (2012). The research on the forecasting method for the parking demand of the social and public parking area in the town CBD. Natural Sciences Journal of Harbin Normal University, 28(2), 78–81. Patel, M., & Dave, S. (2016). Modeling the response to paid on street parking policy for two wheelers and four wheelers on busy urban streets of CBD area – A case study of Surat City. Transportation Research Procedia, 17, 576–585. Smith, M. S. (2007). Shared parking design and management. Liaoning: Science and Technology Press28–36. Wang, J. J., & Liu, Q. (2014). Understanding the parking supply mechanism in China: A case study of Shenzhen. Journal of Transport Geography, 40, 77–88. Wang, R., & Yuan, Q. (2013). Parking practices and policies under rapid motorization: The case of China. Transport Policy, 30, 109–116. Yan-ling, Wang, Xin, Wang, & Ming-chun, Zhang (2016). Current situation and analysis of parking problem in Beijing. Procedia Engineering, 137, 777–785. Zhang, W., Wenwen, Guhathakurta, Subhrajit, Fang, Jinqi, & Zhang Ge (2015). Exploring the impact of shared autonomous vehicles on urban parking demand: An agent-based simulation approach. Sustainable Cities and Society, 19, 34–45. Zhilong, C., & Ping, Z. (2014). Planning and design of underground parking system. Nanjing: Southeast University Press89–92.
Project Supported by: The National Natural Science Foundation of China: 51478463. References Amini, M. H., Moghaddam, M. P., & Karabasoglu, O. (2017). Simultaneous allocation of electric vehicles’ parking lots and distributed renewable resources in smart power distribution networks. Sustainable Cities and Society, 28, 332–342. Chen, J. (2000). Study on urban parking facilities’s planning methods. Southeast University18–22. Franco, S. F. (2017). Downtown parking supply, work-trip mode choice and urban spatial structure. Transportation Research Part B Methodological, 101, 107–122. Goel, R. K., et al. (2012). In R. K. Goel, B. Singh, & J. Zhao (Eds.). Chapter 7 - Underground parking.Underground infrastructures (pp. 103–124). Boston: Butterworth-Heinemann. Hensher, D. A., & King, J. (2001). Parking demand and responsiveness to supply, pricing and location in the Sydney central business district. Transportation Research Part A, Policy and Practice, 35(3), 177–196. Matsushita, K., Miura, S., & Ojima, T. (1993). An environmental study of underground
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Contents lists available at ScienceDirect
Sustainable Cities and Society journal homepage: www.elsevier.com/locate/scs
Study on the layout method of Urban underground parking system-a case of underground parking system in the Central business District in linping New City of Hangzhou
T
⁎
Ping Zhang , Zhilong Chen, Hong Liu Army Engineering University of PLA, Nanjing Jiangsu Province, 210007, China
A R T I C LE I N FO
A B S T R A C T
Keywords: Central Business District (CBD) Underground parking system Planning and design Underground vehicular round corridor
In the face of imbalance between supply and demand of parking facilities in urban central business district (CBD) areas and the increasingly prominent parking problems, it has become necessary to develop and construct underground parking systems so as to alleviate ground traffic pressure and reduce traffic congestion. Underground parking system planning includes the following main components: system level division, parking scale determination, entrance and exit settings, and internal flow organization of the system. By analyzing the current parking characteristics of the CBD in Linping New City of Hangzhou, and based on indicators such as base conditions of the underground parking system, the total number of parking berths and the number of parking units, a scoring standard is used to determine a grading method for the underground parking system. According to different levels of underground parking system, and based on the number of system parking units and the number of vehicles entering and leaving the system during peak hours, the principle of setting the number of entrances and exits of underground parking system is clearly defined. According to the layout pattern of underground parking system and the internal traffic flow analysis of the vehicles entering and leaving the system, the setting of underground vehicle lanes and underground parking units in the system is taken into account to determine the internal traffic organization of underground parking system. This research provides a reference for the planning and design of urban underground parking systems.
1. Introduction The Central Business District (CBD) of a city has high development intensity, and a large floor area ratio. Thus, the traffic volume generated and attracted by a CBD is enormous. With the rapid improvements in domestic motorization levels, car ownership and usage rates have risen rapidly, leading to increasingly prominent CBD parking problems (Wang & Liu, 2014). At present, the major urban CBD parking problems include: an unbalanced supply and demand of parking facilities, insufficient land for public parking facilities, and illegal parking. Parking planning and construction is impractical since the service radius of some public parking facilities is too large, and is situated at considerable distances from its main service targets, which leads to idle parking resources (Yan-ling et al., 2016). Additionally, parking entrances and exits are located impractically, where the entrances and exits are mutually independent, and there is no systematic connection between them (Wang & Yuan, 2013). It must be noted that entrances and exits have a huge impact on road traffic efficiency.
⁎
“Shared Parking Design and Management” published by Mary S. Smith (2007), primarily analyzed the relationship between parking demands of different land use types within a block under different development intensities, and at different time periods. It provides a theoretical basis for reasonably determining the parking berth scale that is required to construct the comprehensive development of shared parking (Smith, 2007). Franco, Sofia F analyzed the establishment of a parking management strategy such as controlling parking areas in the CBD to improve the transportation system (Franco, 2017). David A. Hensher and Jenny King investigated and analyzed the impact of parking locations, supply, and price on parking demand in Sydney's CBD (Hensher & King, 2001). Mayuri Patel and Sanjay Dave created a parking model around the city's CBD in their report "Parking in the City", and concluded that the parking area distribution and the optimal parking location distribution are influenced by market price (Patel & Dave, 2016). Chen Jun studied the factors affecting urban parking demand and distribution from the aspects of urban population, productivity layout, regional spatial structure and dynamic traffic
Corresponding author. E-mail address: [email protected] (P. Zhang).
https://doi.org/10.1016/j.scs.2018.12.032 Received 22 August 2018; Received in revised form 9 December 2018; Accepted 25 December 2018 Available online 03 January 2019 2210-6707/ © 2019 Elsevier Ltd. All rights reserved.
Sustainable Cities and Society 46 (2019) 101404
P. Zhang et al.
Table 1 The underground space development in Chinese urban CBDs. (Unit: ha, 10 thousand square meters). The name of area
Land area (ha)
The area of ground surface development(10 thousand square meters)
Plot ratio
The area of underground space development (10 thousand square meters)
The ratio of underground and ground space
Wangfujing of Beijing Zhongguancun of Beijing Xinjiekou of Nanjing Qianjiang New City of Hangzhou Huaqiang North of Shenzhen Hongqiao of Shanghai
165 50 100 402
346 100 200 650
2.1 2 2 1.62
60 50 45 210
17.34% 50% 22.5% 32.3%
145 143
600 170
4.14 1.19
150-180 101
25-30% 59.4%
Table 2 The underground parking systems in urban CBD of China. (Unit: ha, 10 thousand square meters). The name of area
The quantity of ground surface development(10 thousand square meters)
The quantity of underground space development (10 thousand square meters)
The number of connected parking units (number)
The number of underground parking berths (number)
Zhongguancun of Beijing Finance Street of Beijing Wangjiadun of Wuhan Xidong New City of Wuxi Monument for Liberation in Chongqing
100 100 400 150 1000
50 60 80 6.2 —
11 14 11 24 12
15000 7000 13556 8000 20000
and road network capacity (Chen, 2000), Peng Min proposed a method for predicting the social public parking demand of the CBD. The above research results focus on the detailed demonstration of CBD ground parking in terms of management, demand forecasting, planning and design, which play a pivotal role in solving the urban CBD parking problems to some extent (Min, Li, & Weilong, 2012). Through research on the planning methods of urban underground parking systems, this paper holds significant practical value for resolving the contradiction between urban underground parking supply and demand, alleviating urban CBD traffic pressure, and promoting sustainable development of urban traffic. The development scale of underground space in Chinese urban CBDs such as Qianjiang New City of Hangzhou, Huaqiang North district of
Table 3 The number of entrances and exits for underground parking system (Unit: number). Grade
Grade Ⅰ (extra large)
Grade Ⅱ (large)
Grade III (medium)
Grade Ⅳ (small)
Entrance number Exit number
≥4 ≥4
≥3 ≥3
≥2 ≥1
≥1 ≥1
attraction. The study established the demand forecasting model for CBD parking and the correction algorithm under relevant parking characteristics. Based on the relationship model between parking facilities
Fig. 1. Internal flow organization of underground parking system. 2
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Fig. 2. Regional loca tion of Linping New City.
combines the CBD underground rail transit, underground expressway and underground pedestrian system to form a complete underground dynamic and static traffic network (Matsushita et al., 1993). It channels a significant proportion of urban dynamic traffic underground, implements the separation of persons and vehicles, relieves ground traffic pressures, and enhances the accessibility of the urban CBD (Goel et al., 2012).
Shenzhen and Shanghai Hongqiao CBD has exceeded 1 million square meters, as shown in Table 1. Several underground parking systems have been built in Zhongguancun district of Beijing, Finance Street of Beijing, Wangjiadun district of Wuhan, and other areas in urban CBD of China, as shown in Table 2. 2. Concept and significance of underground parking system
3. Layout method of underground parking system Underground parking system refers to the integration of several underground parking lots and their supporting facilities, which are linked and have comprehensive functions, such as parking, management, service and assistance, etc. Underground parking system connects the built-in underground parking lots of different buildings in the CBD and the public underground parking lots, and implements the sharing of underground parking spaces through unified dispatch management inside the underground parking system (Amini et al., 2017; Zhang et al., 2015). Moreover, the size of a single underground parking lot and the number of entrances and exits are reduced. Thus, the underground parking lot no longer sets the entrances and exits separately, but shares the entrances and exits of the underground parking system. The location and number of entrances and exits can also be set according to the volume of surrounding road traffic. Underground parking system
3.1. Grading of underground parking system The grading of underground parking system is carried out according to various completed planning indicators of the underground parking system. The statistics and analysis of relevant parameters are performed, including the construction scale, the number of parking vehicles and the layout pattern. Thus, a series of statistical results are obtained, and the system level is defined in accordance with these results. The higher the grading of underground parking system, the more the number of connected underground parking units. The total number of berths of underground parking system can be determined by the number of berths of different underground parking units. According to the total number of berths in the underground parking system, 3
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Fig. 3. Planning scope in Linping New City. Table 4 Parking analysis for public buildings, properties, off-road public and side parking facilities. Table 4 comes from The Planning of Static Traffic System in Yuhang District of Hangzhou (2009). Property type
Average parking time (min)
Turnaround rate
Utilization percentage
Peak parking indicator
Administration Business center Large supermarket Middle-grade and high-grade hotel Hospital High-grade office Financial office Public parking facility On-street parking facility
71 66 74 140 87 82 61 90.5 38.3
1.48 3.25 1.03 1.81 1.96 1.10 2.62 1.15 3.82
72.3% 99.6% 88.7% 68.0% 100.4% 79.3% 110.2% 50.0% 80.6%
0.93 1.38 0.93 1.37 1.02 0.60 2.62 1.01 1.01
of parking spaces. This is applicable to the ordinary single parking lot. However, the underground parking system is composed of multiple parking units, whose composition is much more complicated compared with a single parking lot. Thus, it is inadequate to classify the system based on only the number of parking vehicles. The main factors affecting the level of underground parking system are: base condition (k1), total number of berths in the system (k2), number of system parking units (k3), and k1+k2+k3 = 1. The determination of the
combined with the surrounding road capacity, the number of entrances and exits of the underground parking system is determined. Therefore, the grading of the underground parking system clarifies the total number of berths and the number of entrances and exits of the underground parking system, which can provide a quantitative basis for future system planning and factor design, and is a prerequisite for system construction (Zhilong & Ping, 2014). The main basis of grading of the existing parking lot is the number 4
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Table 5 Underground parking facilities for individual blocks. Block No.
Land use
Parking area (m2)
Development levels
Parking berths (number)
C-3-01 C-4-01 C-4-02 C-5-01 C-6-01 C-6-02 C-7-01 C-8-01 C-8-02 Total
Commercial finance Commercial finance Commercial finance Commercial finance Commercial finance Substations and social parking Commercial finance Commercial finance Commercial finance
22227 32884 28610 24185 19934 — 37700 21874 10210 197624
2 3 3 2 3 — 3 3 3
567 744 786 617 451 — 853 558 231 4807
Fig. 4. Layout of land use.
3.2. Determination of entrances and exits of underground parking system
proportional coefficient is achieved by the scoring method with the help of 10 experts from the field of urban underground space planning and urban traffic. The proportional coefficients are k1 = 0.2, k2 = 0.4, k3 = 0.4.
The number of entrances and exits required for underground parking system are directly related to the system level. If the system level is higher, the scale will be larger, and more entrances and exits will be required. The principles for determining the number of system entrances and 5
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Fig. 5. Functional layout of basement first floor.
vehicular lane. Traffic flow comes into primary channels in the system and diverts into different parking units by passing through secondary channels. When traffic flow comes out of the system, it will come from different parking units, which will go through secondary channels and then come together to primary channels. Due to the closed loop made by internal channels in “Outer ring” system, it makes the internal flow organization more complicated, which is prone to direction dislocation as shown in Fig. 1(a) and (b). The internal lane setting of the underground parking system is directly related to the organization of internal traffic flow. In the process of mutual transformation of internal flow organization in underground parking system, attention must be paid to the location of primary and secondary lanes within the system, and the determination of lane length. If the lanes within the system are too long, the total time spent by vehicles using the system will be extended, or the walking distance for travelers in the underground facility will exceed an acceptable range. Consequently, the attraction of underground parking facilities will decline, ultimately leading to reduced utilization rate of underground parking system. Therefore, the internal flow organization of underground parking system should not be overly complicated, and the length of the internal lanes should be as short as possible, thus enhancing the system’s utilization rate and service levels more effectively.
exits include: 1 The total number of entrances and exits in the system should be no less than the total number of system parking units; 2 Considering safety and management, one entrance and one exit are provided for every 300˜400 berths; 3 Entering the system has a higher priority than leaving the system, and the number of entrances can be greater than the number of exits; 4 The minimum number of entrances and exits that need to be set for different levels of underground parking systems is shown in Table 3.
3.3. Internal flow organization of underground parking system The internal flow organization of the "ring" underground parking system is divided into an inner ring and an outer ring. The “inner ring” refers to the internal traffic flow of the system passing through each underground parking unit. There is only one direction of traffic flow in the system. The internal flow organization is relatively single, and there will be no sense of direction dislocation. The “outer ring” refers to the internal traffic flow of the system which does not need to cross each underground parking unit, but is connected by an underground 6
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Fig. 6. Functional layout of basement second floor.
4. Status analysis of CBD parking in Linping New City of Hangzhou
adequate. The analysis was undertaken for Linping Old Town, which is located close to Linping New City in the "Yuhang District Static Traffic System Planning", as shown in Table 4. An analysis of the above table reveals that parking utilization and the turnaround rate of public parking facilities during peak hours are low, indicating that the actual use of public parking facilities is not coordinated in relation to their positioning, mainly due to the factors relating to charges, and the level of traffic convenience. The overall utilization rate of buildings equipped with parking facilities during peak hours is higher, and the peak parking indicator is greater than 1, or close to 1, indicating that the parking facilities in Linping urban area have higher service efficiency. Moreover, the stress between parking supply and demand is prominent, and the existing parking spaces are significantly insufficient, indicating that the parking demand is relatively high.
The core functions of Hangzhou's Linping New City are business offices, conferences and exhibitions, and large-scale commercial shopping centers, while characteristic commercial blocks, culture and entertainment, sports and leisure, are auxiliary functions. The planning scope includes the area north to Century Avenue, Shanghai-Hangzhou expressway and Xingqiao Avenue to the south, Wangmei Road connected by South Xi'an Road to the west, and Lindong Road connected by Donghu Road to the east. The total land area is approximately 6.72 square kilometers and the resident population is 150,000, as shown in Figs. 2 and 3. 4.1. Parking facilities for motorized vehicles Linping New City is in the early stages of construction. At present, there is no public parking facility within the new city. The current parking facilities include buildings equipped with parking and public parking on the road. The buildings equipped with parking are mainly concentrated around the Times Square and in the office and residential areas, such as Century Garden.
5. Composition of underground parking system of Linping New City’s CBD of Hangzhou The underground vehicular ring corridor of Hangzhou Linping New City's CBD is located on the basement first floor, with a total length of 1050 m, a width of 8 m, and two one-way lanes. The underground parking facilities, consisting of nine blocks (C-3-01, C-4-01, C-4-02, C-501, C-6-01, C-6-02, C-7-01, C-8-01 and C-8-02), are connected through the underground ring corridor to form a "ring" underground parking system. Considering the difficulty in parking management, the
4.2. Parking characteristics analysis Linping New City is currently in a stage of development and construction, and its parking facilities and provisions are not quite 7
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Fig. 7. Functional layout of basement third floor. Table 6 Grade classification of underground parking system. Grade
Score
Grade Ⅰ (extra large)
Over 90
Grade Ⅱ (large)
Over 80
Grade III (medium)
Over 70
Grade Ⅳ (small)
Over 60
Necessary conditions 1 2 1 2 1 2 1 2
The The The The The The The The
total number of parking berths cannot be less than 2000; number of parking units cannot be less than 8. total number of parking berths cannot be less than 1000; number of parking units cannot be less than 4. total number of parking berths cannot be less than 300; total number of parking units cannot be less than 3. total number of parking berths cannot be less than 100; total number of parking units cannot be less than 2.
Project of Hangzhou (Trial)”, and combined with the characteristics of Linping New City CBD. The buildings equipped with underground parking spaces, as part of various construction projects, are detailed in Table 5 and Figs. 4–7.
underground parking plan does not recommend linking parking facilities for residential construction, and only commercial and social parking facilities are connected. The focus for the control of the underground parking facility equipped in the planning area is mainly the building’s parking indicator, determination of reasonable development amount, overall layout, and an efficient parking system. Drawing on the experience of planning and construction of underground parking facilities in China and abroad, corresponding regulations have been made with respect to construction indicators for various buildings in the planning area according to the “Implementation Rules for the Construction of Motor Vehicle Parking Spaces in Urban Construction
5.1. Grading of underground parking system The main factors affecting the grade of underground parking system are: base conditions, total number of parking berths and units in the system. Through the scoring system standard, the scoring result of each influencing factor is multiplied by the corresponding proportional 8
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< 100
100–300
301–1000
1001–2000
≥2000
Score
60
70
80
90
100
100
Good (Adequate conditions)
Total number of berths (pcs)
95 90
Parking units (No.)
2
3
4
5
6
7
8
9
≥10
Score
60
65
70
75
80
85
90
95
100
coefficient, and the total score of a system is obtained by weighting, as shown in Table 6. If the scores reach those for the Grade I standard, but the necessary conditions do not meet those for a Grade I underground parking system, the grade achieved by meeting the necessary conditions is regarded as the grade of underground parking system, and so on. If the necessary conditions do not meet Grade IV standard, it is only an underground parking facility. The rating criteria of underground parking system are shown in Tables 7–9. The underground parking system of Linping New City's CBD in Hangzhou consists of 8 underground parking lots connected in series, which provide a total of 4807 parking berths. The following can be obtained according to the described classification criteria for underground parking system: 1 The total score of base conditions is S1 = 100, proportional coefficient is k1＝0.2; 2 The total score of the total number of berths is S2＝100, proportional coefficient is k2＝0.4; 3 The total score of the number of parking units is S3＝90, proportional coefficient is k3＝0.4;
85 70 60
Medium (Fine conditions) Poor (Limited favorable conditions) Good (Difficult, but can be achieved) Poor (Very difficult to build)
The final score of the underground parking system is S = S1 ×k1 +S2× k2 +S3 ×k3 = 96, which would classify it as a Grade I system. 5.2. Determination of the number of entrances and exits for underground parking system
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According to the requirements of Grade I underground parking system, entrances and exits must be set separately. At least four entrances and exits should exist, and the length of the entrance and exit ramps must be 33 m. The distance from the entrance and exit to the intersection of the main road must be ensured by the following criteria: the intersection of the main road is ≥60-80 m (a distance of 60 m is recommended for a 35 m wide road, 70 m for a 40 m wide road, and 80 m for a 50 m wide road); the intersection of secondary road is ≥3050 m (a distance of 40 m is recommended for a 25 m wide road); and the branch intersection is ≥30 m (a distance of 30 m is recommended for a 20 m wide road). Vehicular entrances and exits of each block that are present on the same road should not exceed 2, and the distance between each entrance and exit should not be less than 100 m. The settings of vehicular entrances and exits on the main road of the city are strictly controlled. Generally, one is set at an interval of 200 m on main roads, as well as 100 m on secondary roads, as shown in Fig. 8. 5.3. Internal flow organization of underground parking system Combined with the analysis of traffic flow at the road intersection of Linping New City in Hangzhou, the mode of “inner ring” flow organization is selected for the underground parking system. The main passage inside the system is a one-way, two-lane, with a width of 8 m, and
Score
Good (Adequate favorable conditions)
The old town area is suitable for implementing underground parking system
Poor (Basic conditions to allow construction)
Table 9 Scoring standards for parking units of underground parking system.
It is difficult to build an underground parking system Base conditions
Table 7 Scoring standards for base conditions of underground parking system.
The newly built area is suitable for implementing underground parking system
Table 8 Scoring standards for berth number of underground parking system.
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Fig. 8. Layout for entrances and exits of underground parking system.
shown in Table 10, Figs. 9 and 10.
Table 10 Design value of the underground vehicular ring corridor. Development levels
Basement first floor
Length (m) Width (m) Clear height (m) Building area (m2) Passage mode Traffic operation mode Entrance number Exit number Designed speed (km/h) Connected block’s parking facilities
1050 8 4 8400 one-way two-lane, one-way single lane Right In, Right Out , , , , , , 40 C-3-01, C-4-01, C-4-02, C-5-01, C-6-01, C-701, C-8-01, C-8-02
6. Conclusions By means of underground parking system, the parking capacity between each parking unit is macro-distributed, the parking resource allocation is optimized, and the traffic accessibility is enhanced. This paper combines the research on the layout method of underground parking system, and plans and designs the underground parking system of CBD in Linping New City of Hangzhou. The construction of the underground parking system implements shared parking in the CBD area, which improves the parking utilization rate and turnover rate. The problem of insufficient parking facilities in the current situation is solved, the number of entrances and exits of the ground parking lot are reduced, and the traffic congestion in the CBD area is alleviated.
the secondary passage is a one-way, single lane, with a width of 4 m. Two lanes of the main passages are separated by lines, and the traffic flow inside the passage is in a one-way counterclockwise direction, as 10
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Fig. 9. Cross-section drawing of the underground vehicular ring corridor.
Fig. 10. Internal flow organization of the underground parking system.
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Funding
parking lot developments in Japan. Tunnelling and Underground Space Technology, 8(1), 65–73. Min, P., Li, W., & Weilong, M. (2012). The research on the forecasting method for the parking demand of the social and public parking area in the town CBD. Natural Sciences Journal of Harbin Normal University, 28(2), 78–81. Patel, M., & Dave, S. (2016). Modeling the response to paid on street parking policy for two wheelers and four wheelers on busy urban streets of CBD area – A case study of Surat City. Transportation Research Procedia, 17, 576–585. Smith, M. S. (2007). Shared parking design and management. Liaoning: Science and Technology Press28–36. Wang, J. J., & Liu, Q. (2014). Understanding the parking supply mechanism in China: A case study of Shenzhen. Journal of Transport Geography, 40, 77–88. Wang, R., & Yuan, Q. (2013). Parking practices and policies under rapid motorization: The case of China. Transport Policy, 30, 109–116. Yan-ling, Wang, Xin, Wang, & Ming-chun, Zhang (2016). Current situation and analysis of parking problem in Beijing. Procedia Engineering, 137, 777–785. Zhang, W., Wenwen, Guhathakurta, Subhrajit, Fang, Jinqi, & Zhang Ge (2015). Exploring the impact of shared autonomous vehicles on urban parking demand: An agent-based simulation approach. Sustainable Cities and Society, 19, 34–45. Zhilong, C., & Ping, Z. (2014). Planning and design of underground parking system. Nanjing: Southeast University Press89–92.
Project Supported by: The National Natural Science Foundation of China: 51478463. References Amini, M. H., Moghaddam, M. P., & Karabasoglu, O. (2017). Simultaneous allocation of electric vehicles’ parking lots and distributed renewable resources in smart power distribution networks. Sustainable Cities and Society, 28, 332–342. Chen, J. (2000). Study on urban parking facilities’s planning methods. Southeast University18–22. Franco, S. F. (2017). Downtown parking supply, work-trip mode choice and urban spatial structure. Transportation Research Part B Methodological, 101, 107–122. Goel, R. K., et al. (2012). In R. K. Goel, B. Singh, & J. Zhao (Eds.). Chapter 7 - Underground parking.Underground infrastructures (pp. 103–124). Boston: Butterworth-Heinemann. Hensher, D. A., & King, J. (2001). Parking demand and responsiveness to supply, pricing and location in the Sydney central business district. Transportation Research Part A, Policy and Practice, 35(3), 177–196. Matsushita, K., Miura, S., & Ojima, T. (1993). An environmental study of underground
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