Driving into China’s parking mess
June 28, 2008
Eager for some fine food, Colin Lee, a public relations (PR) executive, recently went to a Vietnamese restaurant with friends. Their experience, however, got off to a horrible start when they could not find a place to park. “It always happens, no matter what I am doing! It is quite different from the situation abroad!” said Lee, who worked in numerous countries over the past decade. “Addressing the parking situation is crucial for the development of cities. I cannot bear the mess any more.” The problem of which Lee speaks is becoming a daily occurrance for virtually every motorist in China’s large and medium-sized cities. The conflict — the increasing number of cars versus the lack of parking places — is severe. But what can be done? Experts suggest parking in China must be industrialized; in other words, parking facilities must be constructed and operated by businesses. Due to improved living standards, falling vehicle prices and China’s bulging, “new white-collar” segment of the population, an increasing number of urban Chinese now own personal vehicles. National Bureau of Statistics figures indicate China’s output of automobiles will rank No 3 — behind the United States and Japan — in the world by next year. Output of automobiles in China is expected to exceed 10 million units by 2010. Many of China’s large cities are coping with parking-related issues. Statistics indicate there are nearly 2.02 million motor vehicles registered in Beijing, and that figure is expected to reach 5 million by 2008. Those figures do not take into account the number of vehicles in Beijing from other provinces, cities and counties. However, there are only public 600,000 parking places in downtown Beijing, indicates www.people.com.cn. The parking lot at Cuiwei shopping mall, for example, can accommodate a mere 100 vehicles. But during an average day, up to 1,000 vehicles might park in the lot, a manager of the mall said. In Southwest China’s Chongqing Municipality, there are more than 500,000 vehicles. The municipality, meanwhile, has a meager public 528 parking lots in sowntown, with a combined 38,000 parking spaces. In China’s developed cities, such as Beijing, Shenzhen and Shanghai, public parking places are sorely needed. The ratio of vehicles to the number of parking places is about 5:1, indicate China Heavy Machinery Association’s data. “City parking is an industry, not an administrative task of the government,” said Jia Xinguang, a senior analyst with the Beijing-based Automobile Industry Research Centre. As part of the public facilities in a city, parking should be combined with the city’s development and regulation, the expert said. “If a city wants to operate smoothly, it needs necessary facilities, which include parking facilities,” Jia added. At present, however, parking lot construction in China is managed by local governments’ communications departments. Every transportation department has its own administrative area, and that is preventing the industrialization of parking in China. However, the local governments still don’t pay enough attention to the issue. “The government often focuses on the dynamic transportation, or traffic rules, but ignore the static transportation, or parking” said Ren Bomiao, director of the China Heavy Machinery Association’s Parking Facility Committee. Many parking lots belong to certain property developments. That is not the case in developed countries, which have flourish, and systematic, parking industries. Experts note the problem will be compounded in future, especially as the population grows and the number of vehicles increases. If that happens, space will become limited in cities, but parking lots should not occupy residential areas and streets. Industrialization of parking is one possible solution, Jia said. “Developed countries and regions provide some very good examples.” Japan, which has one-tenth of China’s population, but only 4 per cent of China’s land area, has successfully dealt with its parking problem. “First, Japan included parking in city planning; second, parking has been industrialized; third, Japan has developed its own parking facility equipment,” Jia said. To achieve industrialization in parking, experts suggest three solutions: Improving relevant legislation, tougher administration and development of multiple-level, above ground parking facilities. In fact, municipal governments in China are taking steps to combine parking with their city infrastructure programmes. At present, many big cities in China have their own plans focusing on parking lot construction. In Guangzhou, capital of South China’s Guangdong Province, the city planning bureau of the local government has worked out a blueprint to set up 95 public parking lots next year. Those lots will have a combined 20,265 parking spaces. By 2010, Guangzhou will have built an additional 118 parking lots, with a combined 16,680 parking spaces. The three-dimensional equipment, or multiple-level, above parking garages, is supposed to be the first choice. Hangzhou’s planning bureau has planned its overall arrangement of parking lots in the city’s centre. According to the regulation, in Hangzhou, capital of East China’s Zhejiang Province, there will be 37 parking lots in the city’s centre by 2010. Beijing, by 2010, plans to solve its parking lot crisis. All legally registered motor vehicles will be required to have their own parking spaces. Market behaviour has freedom to operate, but it still requires government regulation, especially support from legislation, industry experts said. In Beijing, there are several existing rules regarding parking, such as the Regulations on the Administration of Motor Vehicles Parking on Streets, Regulations on the Administration of Public Parking of Vehicles in Beijing, Regulations on the Administration of Public Parking of Non-motor Vehicles in Beijing. Liu Xiaoming, deputy director of Beijing’s municipal committee of communications, was recently quoted by Beijing Times as saying to carry out the spirit of the Beijing Transportation Development Programme, the capital will enact the Beijing parking regulation this year. Moreover, projects that Beijing’s municipal government scheduled to amend this year include the provision on standards of construction of vehicles parking facilities, which was drafted by the municipal road administration. Experts suggest there is another problem: Parking fees. Beijing enacted a parking-fee standard in May. However, many parking lots still follow the former standard. Under the new standard, people must pay 1 yuan (12 US cents) per half hour to park — small vehicles only — within the Fourth Ring Road. “But, when I drive into many parking lots, they charge me 2 yuan (24 US cents) according to the old standard,” said Wang Xin, who bought his Chery last month. Said Jia: “Fixing such issues will take time.” New equipment Many experts insist the development of multiple-level and above ground parking garage is a must. Such facilities are commonly used in developed countries, and they are applicable in China. They have one big advantage: They save space. Generally, such facilities require about one-25th the amount of space for a ground parking lot. Moreover, multiple-level and above ground parking equipment is cost-effective, and convenient. Such facilities are highly secure, and improve cities’ living conditions. The parking industries in some developed countries and regions have become profitable, and are earning hundreds of thousands, or more, US dollars a year. In Japan, the parking industry began in 1991. Many businesses paid great attention and began investing in the sector. Statistics indicate Japan’s parking sector is worth about US$7.7 billion (115 billion yen). The intelligent parking system developed by CARTEC and SPK in Japan not only generates fat sales in Japan, but also has become involved in some parking projects in Shanghai. In the Hong Kong Special Administrative Region, the price of a parking space is much more than that of a sedan. Taking Huijing Huayuan for example, a parking place is priced at HK$600,000 (US$76,923). In the United States, the parking industry is worth about US$26 billion per year, and the sector creates about 1 million jobs. When Thailand was suffering from the region’s financial crisis in 1998, investors transformed surplus apartments into parking garages. They recovered their investments very quickly, and the stagnant real estate market eventually reignited. Parking facilities in China are still a fairly new concept. The first multiple-level and above ground garage didn’t appear until 1989. In the past 10 years, China’s parking facility industry has developed at an astonishing rate. Before 1997, not many people had heard about a mechanical parking house. But in 1997-99, the device became more commonplace. As more people own and drive personal vehicles, it is crucial that China regulate, construct, manage and develop adequate parking facilities, experts said.
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Parking in Rome
June 28, 2008
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In the centre of Rome, only permanent (certified) residents are allow to park in the streets, and they find it too extremely difficult to find a parking place. Even for them, it is harder than winning a prize in a lottery. You would be frustated all the time to find a parking place, and the police will most certainly confiscate your car and you will need to go through a lot of paperworks, rounds in various offices, and heavy fines to have it back. Currently, the Municipality made this a big business, so it is next to impossible to get away with it. In addition, you should also consider the security issue, i.e. the possible theft of petty thieves etc. Only a minority of historical, mannerly palaces (of very wealthy people) and monumental, renaissance palaces (seat of Ministries, Institutions, or Museums etc.) have parking lots or garages. They are consequently out of reach. There are only two public garages in the centre where you could park your car, but they are situated not in really highly central areas. The nearest is beneath the Borghese Gardens (address: Via del Galoppatoio), the other is just in front of Termini, Rome’s main train station, and it is run by ACI (Italian Automobile Association). They are both expensive (no less than 30-35 Euro per day, IE no less than 47-55 US$ currently). It also takes normally a rather long walk or short taxi ride (from all other central quarters), to go back and forth to these garages. Another solution is parking the car at the long term parking facility of Rome’s Fiumicino-Leonardo da Vinci’s airport, 38 km from town. The cost is appr. 10 Euro per day. Besides the reasonable cost, it is easy to find when driving to Rome from the all the motorways reaching the town. You could commute to and from the apartment with the dedicated train connecting the airport to the main train station Termini (cost appr. 9 Euro per person, time: 35 minutes), or you can also use our car service, which you can book beforehand.
Last, and probably least, is parking in your hotel, but only the large Americanized hotels far from the centre have such facilities.Other than the above, there are no other solutions.We recommend that you forget about using a car when visiting Rome. Besides, traffic is chaotic, circulation nightmarish (since the old days, as Ben Hur acknowledged…), and moreover it is allowed only to special license holders in some areas, or subject to circulations restraints. You would be frustated all the time. Above all, Rome’s centre is a gigantic maze, many sights can be reached and appreciated only by walking through little alleys and along a complicated urban layout.The bottom line: when in Rome… go around on foot and public tranport, as all clever and savvy visitors of Rome do (unless you come to Rome on purpose seeking a nervous breakdown). If you will stay in the centre, all the sights will be more or less near you, at walking distance, or reachable with short metro/bus/taxi ride (quite well organized in the Eternal City). |
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Cesena Automatic Underground Parking System, Italy
June 16, 2008
CarparkingNewIndia:The late 1990s saw the first commercial installation of a brand new, completely automated parking system. TREVIPARK was a new construction and engineering development that provided an alternative parking system ideally suited for use in inner city and urban settings. The TREVIPARK system solves many of the traditional problems associated with urban parking; congestion, pollution, land space, security; through the installation of compact, circular, underground silos that optimise space, are easily installed, and are completely automatic. The first installation of this modular, automated parking system was in Cesena, Italy. The local authorities sought a parking solution that would minimize interference in the surrounding area, both to underground utilities and existing overland structures. The compact TREVIPARK system offered a number of features that led to its approval by the Italian authorities. These included automatic parking without the driver; vehicle parking utilising a 360° vertical, rotating lift placing vehicles directly into a parking bay; average parking and retrieval time of 50 seconds; and high security. Due to its compact design it could be placed in close proximity to existing buildings in the town centre. The garage holds up to 108 vehicles.
AUTOMATED, UNDERGROUND PARKING SYSTEM
The design for Cesena was chosen for it innovative use of space and its structural strength; the circular nature of the TREVIPARK system is integral to the vertical lifting device which operates under uniform dimensions throughout, gives optimal area containment, and creates an extremely strong structure that will resist deformation under stress. Drivers stop their vehicles on a parking lane. After exiting the vehicle and inserting a card at an automatic telling machine the system, through multiple sensors, performs various security and height checks and then conveys the vehicle to the lift. From here the lift descends, rotates and transfers the vehicle into an available parking bay. Drivers can retrieve their vehicles using the same card at the exit point.
CONSTRUCTION AND OPERATION
The underground parking ‘silo’ is a reinforced concrete cylinder. This continuous concrete diaphragm wall is 18.8m internal diameter. The silo is up to nine levels deep. Each level is 2.3m in height. The internal parking stalls are constructed from pre-cast reinforced concrete. They are radially placed around the perimeter of the cylinder to receive 12 vehicles on each tier. The lift structure occupies the centre of the cylinder. It features a rotating steel tower with car-lift and an automated trolley for vehicle deposit and retrieval. The lift moves vertically while rotating simultaneously to deliver vehicles to the parking stalls. Electro-mechanical and electronic devices and sensors are an important feature to check for movement of any cars during transit. The only above ground construction is a pylon for receiving magnetic parking cards.
ENVIRONMENTAL IMPACT AND SAFETY
Due to its reduced entry and exit bay sizes and automatic operation TREVIPARK offers a number of environmental advantages over conventional parking systems. This includes reduced energy consumption, air and noise pollution. Its compact construction allows for minimal impact on existing architecture and road systems. It fits in with existing structures without being a concrete eyesore. The system is very user friendly and safety is heightened by its automatic operation. There is no reason for anybody but system technicians to enter the underground levels. The system also features advanced fire-fighting, anti-flood, ventilation and security systems that are computer controlled and constantly monitored by a control centre. OTHER INSTALLATIONS To date there are nine systems that are operational across Europe. Currently systems are being constructed in Stockholm, Turin and Rome. Systems are subject to planning permission in London and Copenhagen. Following the initial Cesena installation of two silos, four subsequent silos have been installed with a total of 312 spaces. Design features are also variable; underground levels range from one to nine, optional kiosks for sheltered and secure waiting areas can also be incorporated into any design. The underground structure can also be used as part of the foundation system for any above ground structures built on top of the car park. TREVIPARK can also be built as an over ground car-parking facility.
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Loading bay for the underground parking system in the Piazza Fabbri, Cesena, Italy. |
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The TREVIPARK system solves many of the traditional problems associated with urban parking; congestion, pollution, land space and security. |
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The underground parking ‘silo’ is a continuous, reinforced concrete, diaphragm cylinder, 18.8m internal diameter. |
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The internal parking stalls were constructed from pre-cast reinforced concrete and radially placed around the perimeter of the cylinder to receive 12 vehicles on each tier. |
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Compact construction was minimally invasive to surrounding structures. |
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The lift structure occupies the centre of the cylinder. It features a rotating steel tower with car-lift and an automated trolley for vehicle deposit and retrieval. |
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Tight site parking problem? Stack those cars
April 14, 2005
Real estate development involves numerous challenges. One of those is parking.
For most urban projects, the challenge of providing adequate parking is like shoehorning a large foot into a small shoe. For some projects, parking becomes a deal killer.
Automated, stackable parking can be a solution. It’s an old idea. In fact, the use of elevators in multi-level garages predated ramps, which require larger building footprints and more complex structural solutions.
In 1921, the Detroit Electric Co. built a free-standing garage to serve its office complex. By 1928, the profit potential of parking had become apparent as evidenced by construction of the 1,000-space, elevator-operated Kent Garage in New York City.
In 1931, a pigeonhole facility was built as part of the 34-story Carew Tower in downtown Cincinnati. That garage provided more than 400 spaces on 16 levels, accessed by elevator and reached via an eight-lane entry/exit plaza. The garage operated until 1978.
More recently, automated stackable parking was successfully used for the 324-car Garden Street Garage in Hoboken, N.J. High land costs and lack of available space drove the decision by the Hoboken Parking Authority, the owner, to use automated parking.
Closer to home, stacked parking is being used in several Seattle area projects.
The Bellora Condominiums uses single stacked parking lifts in eight stalls. The project includes four levels of subterranean parking, the first of which has a high ceiling. The owner took advantage of the extra height, which was required for other reasons, to provide stacked parking. Market acceptance has been favorable.
Cristalla, a high-end condominium under construction at Second and Lenora in Seattle, will also use this system. Thirty-six stalls have been designed to accept stacked parking.
Several types of automated stackable parking have become popular. One involves a circular buried silo. These have been used in Europe and Asia, with more installations planned.
In a silo stack, a car is lowered by a centrally located elevator and then mechanically moved into a selected stall around the perimeter of the silo. Another system uses elevators and moveable tracks in square or rectangular configurations. This was the system selected for the Hoboken project.
For smaller installations, the single-car mechanical lift like those used at Bellora is becoming popular. The device is easy to install and can be located in any garage where structural capacity and headroom allow. One downside is that the lower car must be moved before the upper car can be loaded or unloaded. It is attractive for those with a less frequently used second car.
Automated stackable parking on a cost-per-stall basis tends to be more expensive. Although this may change as the technology develops, current costs are higher than for a conventional ramp-accessed parking structure.
Space and volume requirements for stacked parking, however, are very favorable. Stacked parking typically requires less than two-thirds the area and less than one-half the volume of conventional parking. Thus, the trigger for its use is space and volume as opposed to cost.
The exception is for sites with very high land costs. For the Hoboken project, land costs were exceptionally high. The reduced land requirements created by the use of automated parking resulted in a significant savings in land costs and slight savings in the overall facility.
Automated stackable parking is not a solution for every parking problem. In fact, its higher cost is an obstacle to its use for most projects. For projects where space and volume are at a premium, however, or where sufficient land is unavailable, automated stackable parking can be an attractive solution.
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