【正文】 Bahnstations where train capacities provide a good chance for the passenger to get a seat. Pamp。 next is to distribute scarce spaces according to priorities derived from urban development policies。 cars is mountainshaped with a maximum presence in the forenoon of about 85% of all registered parking occurrences. The occupancy time graphs of residents and employees are very similar in all investigated city districts. The presence of customers39。作者：法蘭克福市（ 1988年）停車的概念是基于對員工的路邊停車收費大幅減少，在為客戶和適合在所考慮的地區(qū)公共交通服務質量游客溫和停車供給。 粗糙余額往往是基于這一假設為顧客和游客短期車位被占用五倍，較居民或雇員的停車空間。這種 “缺陷 ”往往溶解如果底層的泊車位標準發(fā)生了變化，即如果，例如，一個較長的停車和最終目的地之間的步行是假定的。 停車空間，它是不能完全控制的停車管理措施是一個 “過度飽和 ”制度：即停車場停車供給超過需求或者 換一種方式 吸引更多的額外空間的汽車。 即使是那些公開操作 關于城市停車庫的影響是有限的，因為有關 ，例如，購永久關稅，讓停車位或法律合同。在商業(yè)和購物的地方訪問支配其他地區(qū)，跌幅接近傍晚曲線。 白天不同時段不同停車泊車位的需求，并可根據用戶群體和行程目的，造成占用時間特性曲線圖顯示可同時停放汽車的數量 在同一時間白天 無論是合法或非法的。 居民停車規(guī)定，具有較高的優(yōu)先權，即使在現有的城區(qū)街道。 非法泊車，擁有約 40至 50％的股份總停車，是在德國城市普遍。在城市中心本身，通常是足夠的停車位，由于在七十年代建成的停車場大的擴展。停車測量和控制效果的公共場所以及在分區(qū)條例規(guī)定的停車場，在新的私人停車位和停泊及轉乘建設的限制進行了討論。 德國大城市的停車政策 關鍵詞：非法停車，機動化，停車需求與供應，分區(qū)條例 摘要 ：這篇文章涉及高度機動化在德國大城市的西約 20多萬居民中，它通常提供了合理的公共交通系統(tǒng)。因此，從長期持續(xù)時間的一個員工使用空間的變化對短期客戶的時間 在停車場經常討論的概念 產生至少五倍的汽車流量。 在這些城市的停車問題發(fā)生在市中心的住宅和混合使用區(qū)靠近市中心。停車問題更為嚴重的是對其他道路使用者：行人被車停在行人路上惱火， 由那些騎自行車的自行車道，步行不暢，得到的出路是通過行車危險，特別是對兒童和老人，公交車和電車受到阻礙，裝卸區(qū)被封鎖，并搜索流量株住宅和混合使用區(qū)街頭。 這四個不同的用戶群體，根據停車需求的停車時間，一天的時間，停車在公共街道或偏好在一個停車場，目的地接近，愿意付停車費，在準備或變更為其他方法的輸送。員工，因為誰的障礙，業(yè)務需要或缺乏合理的公共交通工具依靠 他們的汽車，通?？梢杂伤麄児咎峁┩＼囄?，自 40至 50％在德國城市總停車數量是民有民營使用。 對客戶和游客的汽車在城市地區(qū)存在 Nordend Siid是在白天不斷增加，由暗訪為主。這些空間是完全由市政府和控制，因此，他們通常是停車概念的發(fā)起者。顯示的數字是法蘭克福主。 在有關停車位在城市地區(qū)合理的供應多次討論，停車赤字抱怨，尤其是在零售行業(yè)的代表。相反，從 限制停車時至下午 6點是執(zhí)行，可能是被占領的 10倍，從而產生 10家汽車抵港及離港 10。 1988）更 喜歡短的時間減少停車位長的時間。 cars are present, while at about . about 45% are present. The occupancy by employees39。 onstreet parking and on a moderate parking supply for customers and visitors suited to the service quality of public transport in the area considered. 4. Parking control of public spaces Parking control of public spaces usually called Parkraumbewirtschaftung or parking management directly affects only about one half of the total parking volume. Apart from that, there are also indirect effects on private spaces, as mentioned in Section 3. In Germany, the instruments of parking management were pleted as late as 1980 with the legal introduction of residential parking permits. This is important, because residential parking permits are a prerequisite for extending the parking management schemes, successfully applied within the mercial city centres, into the fringe of usually dense mixed use areas neighboring the city centre. So the early eighties saw the starting point of discussions about areawide or even citywide concepts of parking management. Parking concepts pursue several objectives which are interconnected: one is to cover the parking demands of residents and mercial traffic and to provide some spaces for customers and visitors at market rates。R facilities are rather modest in quantity as well as in quality. Only Hamburg and Munich may be excepted from the general situation. The city of Frankfurt pursues an ambitious approach to multiply the number of parkandride spaces, preferably within the outer catchment area. Today, about 7,400 spaces are available for official parkandride and an unknown number of spaces around the railways stations of the neighbouring munities often within residential areas are used in a similar way. The investment costs of parkandride spaces are generally subsidised by the State of Hessen and the Federal State with 60%. The rest is financed by the City of Frankfurt out of the payoff amounts collected through parkingspace restrictions on private premises within the inner city. This financing model is applied in the same way in Frankfurt and in neighbouring and outlying munities. The Frankfurt parkandride concept is based on three screen rings. The outer ring is a broad area covering all munities with appropiate railway stations having easy car access. Car drivers heading for work are supposed to switch to public transport as early as possible, ideally within the area of their residential munity. Parking is free of charge. The second ring follows roughly the city border of Frankfurt with Pamp。 it can usually be avoided by extending the area of a parking management concept. 5. Parking regulations in zoning ordinances Originally, parking vehicles in the public street did not belong to the mon uses of a street。 Topp Consultants 1988). This allows the transfer of parking patterns from district to district without extensive surveys within each district. The similarity of the occupancy time graphs for visitors is less distinct because of the different purposes of visits. supply: Onstreet and offstreet, public and private The total parking volume of a city district consists of different types of parking spaces concerning ownership, operation and usability. The most important distinction is public or private related to accessibility for all or for certain groups and to the degree of control by municipal parking policy. Most public are onstreet spaces with the only restrictions being preferences for residents (or handicapped). These spaces are totally controlled by the municipality and, therefore, they are usually the starting point of parking concepts. The municipal influence on parking garages even those publicly operated is limited because of legal contracts concerning, for instance, the share of permanently let spaces or parking tariffs. A municipal parking pany operating as many garages as possible as, for instance, the Parkhaus Betriebs GmbH in Frankfurt operating 12 garages with about 8,000 spaces in total provides influence and creates a chance to integrate those spaces into parking