Car Ownership and Residential Parking Subsidies: Evidence from Amsterdam

Groote, Jesper de; Ommeren, Jos van; Koster, Hans

doi:10.2139/ssrn.2656984

Cited by 4 publications

(4 citation statements)

References 25 publications

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“…7 Depending on the location, households can apply for one or two parking permits. In Amsterdam almost all inner city locations allow only one permit and in some areas in the centre residents need to wait several years before obtaining a permit (De Groote et al, 2016). All metropolitan areas have good transport alternatives to the private car.…”

Section: Parking and Car Ownership In The Netherlandsmentioning

confidence: 99%

Residential parking costs and car ownership: Implications for parking policy and automated vehicles

Ostermeijer

Koster

Ommeren

2019

Regional Science and Urban Economics

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Residents are often offered on-street parking at a fraction of the market price which may cause excess car ownership. However, residential parking costs are difficult to observe, so we propose an approach to estimate implicit residential parking costs and then examine the effect of these costs on household car ownership. We apply our approach to the four largest metropolitan areas of the Netherlands. Our results indicate that for city centres, annual residential parking costs are around e1000, or roughly 17 percent of car ownership costs. Households facing a one standard deviation (e503) increase in annual parking costs own 0.085 fewer cars on average, corresponding to a price elasticity of car demand of about −0.7. We apply these estimates to gauge the impact of raising residential parking costs and the potential implications of automated vehicles.

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Section: Parking and Car Ownership In The Netherlandsmentioning

confidence: 99%

Residential parking costs and car ownership: Implications for parking policy and automated vehicles

Ostermeijer

Koster

Ommeren

2019

Regional Science and Urban Economics

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“…Chicago'da yol kenarı iki saatlik park ücreti 13 $ iken, San Francisco'da ve New York City'de ise 12 $'dır [13]. Amsterdam'da ise 2015 yılı verileri baz alındığında otopark ücretleri saatlik 5 € ve günlük 40 € düzeylerindedir [14]. Ayrıca ortalama saatlik ücretler, Paris'de 4 €, Londra'da 8 € ve Barselona 3,7 €'dur.…”

Section: Yol Kenarı Otopark üCretlendirmelerine öRneklerunclassified

“…Literatürde araç sahipliği; ya hane başına, kişi başına ya da yetişkin başına (18 yaşından büyük olanlar) araç sayısı olarak karşımıza çıkabilmektedir[14] 2. İstanbul 2,669 milyonu otomobil olmak üzere 3,875 milyonluk araç parkına sahiptir[56].…”

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İstanbul’da Yol Kenarı Parklarda Kullanıcı Alışkanlıklarının İncelenmesi

DEMİR¹

2019

Teknik Dergi

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İstanbul, yaklaşık 15 milyonluk nüfusu, 2,669 milyonu otomobil olmak üzere 3,875 milyonluk araç parkı ve kontrollü/kontrolsüz park etmenin %70'i aşan oranda yol kenarlarında olduğu mega bir şehirdir. Bu çalışmada İstanbul'daki yol kenarı otopark kullanıcı davranışlarındaki değişimler, yaklaşık 8 yıllık otopark verilerinden yararlanılarak; saat, gün, ay, mevsim ve yıllara göre analiz edilmiştir. Ayrıca ücret artışının ve kısa süreli ücretsiz park uygulamalarının etkileri de incelenmiştir. Çalışma neticesinde; günde %20'lik park girişinin saat 09.00 ile 11.00 arasında, en fazla işlemin haftanın orta günü olan Çarşamba'da, en az işlem ve en uzun ortalama park etme süresinin de Pazar gününde meydana geldiği tespit edilmiştir. Ayrıca yıllar geçtikçe araçların otoparkta kalma sürelerinin artış göstererek 2 saate yaklaştığı ve Avrupa yakasında saat 14.00-15.00 arasında doluluk oranının %86'ya eriştiği de saptanmıştır. Bir diğer önemli incelemede yol kenarı otoparklarda uygulanan 0-15 dakika ücretsiz park seçeneğinin geçici bir süre kaldırılmasıyla; devinimlerde belirgin düşme, tahsilat oranında, her bir işlem başına düşen gelirde, ortalama park etme sürelerinde ise artış olduğu ve 15 dakika ücretsiz park etme hakkının tekrar uygulanmasıyla birlikte tahakkuk-tahsilat oranında belirgin artış olduğu ve bu durumun kullanıcı ödeme alışkanlığını pozitif yönde etkilediği de saptanmıştır. Bunlardan başka mevsim bazlı ortalama park süresi zaman serisiyle incelenmiş ve ulaşım ana planında verilmiş olan otopark ücretlendirme modeli Stata 14 yazılım programı kullanılarak regresyon analiziyle incelenmiş ve tutarsızlığı tespit edilmiştir.

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“…e results indicate that one additional year of waiting for a parking permit reduces car ownership by 2 percentage points, corresponding to price elasticity of car demand of −0.8 [24]. Zhan's study shows that providing free on-street parking around residential areas induces an increase in private car ownership of nearly 9 percent [25].…”

mentioning

confidence: 97%

Time-Domain Characteristics of Residential Parking and SEM-BL Integration Model of Parking Method Choice Behaviour

Zeng

Cui

Qiao

2022

Mathematical Problems in Engineering

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Correct understanding of the residential parking characteristics and parking behavioral regularities is important to the planning of parking facilities, the selection of parking equipment, and the formulation of parking management measures in residential areas. There are few in-depth reports on the time domain characteristics of the residential parking and the parking choice behavior of developers and drivers. Besides, the influence of developers’ potential demands and drivers’ mental latent variables on the results of parking choice has been ignored. To address the gap, in this paper, we propose the concept of latent variables for parking choice based on the analysis of the time domain characteristics of residential parking in different cities and areas. We construct the SEM-BL integrated model for developers and drivers that considers the combined effect of both manifest and latent variables for the actual residential situation and analyze the factors influencing the choice of stereoscopic parking facilities from the perspective of developers and drivers in residential areas. The results show that the type of residential area, floor space, and plot ratio have a critical impact on parking choice. Residential drivers are most concerned about factors such as walking distance after parking, access convenience, pick-up time, pedestrian access, and environment, while developers choose a stereoscopic parking garage with more concern for economy, ignoring the consideration of drivers for walking distance after parking and convenience of accessing the car. Therefore, the mismatch between the needs of both sides is one of the important factors that make it difficult to solve the problem of parking in residential areas. Based on these results, we put forward a proposal for residential parking planning and equipment selection that takes into account the common needs of both developers and drivers.

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Car Ownership and Residential Parking Subsidies: Evidence from Amsterdam

Cited by 4 publications

References 25 publications

Residential parking costs and car ownership: Implications for parking policy and automated vehicles

Residential parking costs and car ownership: Implications for parking policy and automated vehicles

İstanbul’da Yol Kenarı Parklarda Kullanıcı Alışkanlıklarının İncelenmesi

Time-Domain Characteristics of Residential Parking and SEM-BL Integration Model of Parking Method Choice Behaviour

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