【正文】 在 停車場(chǎng)備用容量顯示 除了在主要的購物日 入住等于低于總余額是由停車價(jià)格實(shí)現(xiàn)。 在有關(guān)停車位在城市地區(qū)合理的供應(yīng)多次討論，停車赤字抱怨，尤其是在零售行業(yè)的代表。所以，當(dāng)談到停車赤字，我們必須增加在距離和成本方面的標(biāo)準(zhǔn)來定義它們。 汽車交通量的一個(gè) 停車位產(chǎn)生依賴，以及對(duì)搜索流量的停車時(shí)間和停車周轉(zhuǎn)率。在慕尼黑市中心區(qū)，這種無動(dòng)于衷車占有率上升至 30％。相反，從 限制停車時(shí)至下午 6點(diǎn)是執(zhí)行，可能是被占領(lǐng)的 10倍，從而產(chǎn)生 10家汽車抵港及離港 10。 這意味著五倍汽車流量生成，如果一個(gè)停車位由長持續(xù)時(shí)間的居民或雇員使用轉(zhuǎn)化為短 期的客戶持續(xù)時(shí)間，往往是在停車的概念討論。 更多汽車交通 也出了交通高峰 是不是因?yàn)榭諝馕廴镜拇蟪鞘腥淌?。是可以?shí)現(xiàn)，例如，如果有五個(gè)長期持續(xù)時(shí)間為一個(gè)位員工，為客戶持續(xù)時(shí)間短的空間和居民持續(xù)時(shí)間長，成瀝青路面，自行車道，公交專用道或空間變化的樹，其余轉(zhuǎn)化。 1988）更 喜歡短的時(shí)間減少停車位長的時(shí)間。 Parking policies in large cities in Germany University of Kaiserslautern, PaulEhrlichStrasse 14, D6750 Kaiserslauten, Germany Key words: illegal parking, motorization, parking demand and supply, zoning ordinances Abstract. This article deals with highly motorized large West German cities of about 200,000 inhabitants and more, which usually provide reasonable public transport systems. Illegal parking with shares of about 40 to 50% of the total parking is widespread in the parking problem areas of those cities, especially in the innercity residential and mixeduse areas. Parking spaces are demanded by residents, employees, customers and visitors, and by delivery and service traffic. The different characteristics of parking demands by different user groups are discussed. The total parking supply consists of public and private spaces. The share of private spaces is about 40 to 50% of the total parking spaces in German cities. The amount of car traffic generated by a parking space depends on parking duration and parking turnover, as well as on search traffic. So the change of a space from longduration use of an employee to shortduration of customers as often discussed in parking concepts generates at least fivefold car traffic. The measurements and effects of parking control of public spaces as well as the parking regulations in zoning ordinances, restrictions on the construction of new private parking spaces and parkandride are discussed. Finally, a parking concept methodology using the example of Frankfurt am Main is discussed. 1. Parked cars have occupied the city Car ownership in West Germany is about 495 passenger cars per 1,000 people a little lower in the big cities and slightly higher in rural areas (see Table 1). The corresponding figure for East Germany at the moment (mid 1990) is about 235 passenger cars per 1,000 people. During the next two or three years, we will probably experience nearly a doubling of the car fleet in East Germany. This sharp increase will produce problems in East German cities which may be even more severe than those we know from West Germany. Nevertheless, this article deals with highly motorized large West German cities of about 200,000 inhabitants and more, which usually provide reasonable public transport systems. The parking problems in those cities occur within the innercity residential and mixeduse areas close to the city centre. In the city centres themselves, parking is usually sufficient due to large expansions of parking garages built during the seventies. Parking problems in the city centres are less severe, not only because of good parking provisions, but also because of highquality public transport within the city, the lack of high numbers of residents and last, but not least, because of the strong enforcement of parking regulations. In the adjacent dense and mixeduse urban central areas, however, the burdens, hindrances and annoyances caused by parked cars have reached the dimensions of those caused by flowing and jamming car traffic。s own feet and also caused by the underaverage social structure which is mon in some of those areas. The problems with residents39。 administrations). Illegal parking, especially on pavements and cycle lanes, is not only impeding and dangerous for other street users, it also foils any approach to control urban motor traffic by parking management. It finally results in reduced accessibility to inner cities. 2. Parking demand by different user groups Parking spaces are demanded by residents, employees, customers and visitors, and by delivery and service traffic. The latter is often summed up as mercial traffic and considered to represent the necessary or unavoidable part of motor traffic in a city. Despite its importance, delivery and service traffic is not usually a direct part of the parking balance due to specific space requirements and diverging performance. The parking demand of these four user groups differs according to parking duration, time of day, preference of parking in public streets or in a parking garage, proximity of destination, willingness to pay for parking, or in the readiness to change to other means of transporation. Parking provisions for residents have a high priority, even within streets of existing city districts. Where residential functions are to be encouraged, parking for residents must be obtainable within a reasonable distance and, at the same time, nonresidential car traffic should be kept away. Under presentday conditions and mon behaviour, distances of more than about 200 to 300 meters are generally not accepted although, distances to bus and tram stops are often longer. Third in the usual hierarchy of parking demands following mercial traffic and residents are those of customers and visitors. This user group is very heterogeneous and includes shopping, business and private visits. For these mainly shorttime parkers, some parking spaces close to the destination should be provided and charged for at the market rate. Finally, for longparking employeeS, no onstreet parking should be available and offstreet parking only at marketrate conditions. Employees who rely on their cars because of handicaps, business needs or lack of reasonable