Chapter 3 – Part four: A central metropolitan block
Allocation of permissible generation: 339–340
Allocation of permissible generation
339The maximum permissible traffic generation for the study area, and its allocation for the parking of essential or optional vehicles, is shown in Table 12. The assumptions and methods described in para, 320 have again been used.
| Activity | Type of Vehicle | Number of Spaces Required | Type of Space | Traffic Generated (p.c.u.) Evening Peak hr. | Traffic Generated (p.c.u.) Total Daily |
|---|---|---|---|---|---|
| Industrial Business | Cars Vans | 2,000 | Short term parking | 3,800 (I, B & C) | 48,000 |
| Commercial | Lorries | 3,700 | Loading or waiting | (combined with above) | (combined with above) |
| Shops | Cars | 3,000 | Short term parking | 1,500 | 10,700 |
| Workplaces | Cars | 5,400 | Long term parking | 3,600 | 5,400 |
| Residences | Cars | 5,000 | Private parking & garaging | negligible | 12,000 |
| General purposes | Cars | 900 | Short and medium term parking | 700 | 7,000 |
| Public Transport | Buses | 20 | Stopping places | 600 | 4,500 |
| Total traffic generation | 10,200 | 87,600 |
In this Table we have assumed that some 15% of shoppers travel by car. Allowing for the needs of essential vehicles, the system would enable 15% of the work people to come in by car also. This means in effect that just over 20% of the potential demand for car use for the work journey could be accommodated.