外文翻譯---關(guān)于修建路外停車位的建議（英文）

1、7. Off-Street Parking Recommendations147 Beijing Parking, ITDP-China 1 March 2015Shenzhen Planning Land Resource Commission, allow developers to provide a maximum of 80% of the normal supply for residential developmen

2、ts within 500 meters from metro stations. For com- mercial land uses, the parking supply is based on land use, development intensity, transit accessibil- ity and road capacity and categorized into three zones. In area

3、s with good transit service, limited road capacity and high development density, commercial parking standards are allowed to be reduced further, if a study proves less parking supply is needed. In Shanghai developmen

4、ts within 300 meters from rail transit station are allowed to decrease residential parking standards by a maximum of 20%, following the Shanghai Regulatory Plan Technical Guidelines (2011) by the Shanghai Planning a

5、nd Land Resource Bureau.7.3 Implement a parking capA parking cap is a strategic land use and trans- portation demand management regulation that Beijing can use to influence both on-street and off-street parking supply

6、within a city or designat- ed zone. Also known as a lid or freeze, a parking cap strategy seals the total available and future projected parking space at a selected level. It can also be incrementally adjusted to reac

7、h long-term modal shift goals. By capping the total number of parking spaces, the city and district governments have more control over the growth of car use and can decrease congestion, decrease pollution and stimul

8、ate the use of NMT and public transport. Some cities went so far as to freeze the parking supply at existing levels in downtown districts, recognizing the need for a limited number of parking spaces to satisfy essenti

9、al car trips. Beyond a certain threshold, the supply of parking no longer fosters a healthy and desirable area. This policy approach was successful in reaching desired, long-term city environmental and mobil- ity goa

10、ls in selected cities such as Portland, New York, Boston and Zurich. New York City set a parking cap in 1982 for the Manhattan Core, encompassing the Central Business District (CBD) below 96th Street, as a way to co

11、ntrol the supply of public off-street parking. Meanwhile, accessory parking—that is in addition to the floor area already permitted for development—was deemed optional and an amount only up to a maximum value would be

12、 allowed. Many parcels of land previously occupied by parking facilities have been replaced by more premium uses. As a result, the total off-street parking supply in the Manhattan CBD decreased from approximately 12

13、7,000 public parking spaces in 1978 to 102,000 spaces in 2010. Boston instituted a freeze in 1976 to reduce car congestion and encourage public transit use. The freeze is administered by the Air Pollution Control Com

14、mission (APCC), which issues permits to build parking based on existing supply and a reserve set aside in a parking freeze bank. The bank exists in the event that a parking facility is converted to another use. Futur

15、e developers can still tap into the bank and build parking as of right if the ceiling for the district has not been reached. The freeze extended to East Boston in 1989 and South Boston in 1993. Parking is con- trolle

16、d by both land use regulation and the State Implementation Plan, which are meant to monitor how the state complies with federal air quality standards. On-street parking spaces are exempt from the freeze. While the of

17、f-street parking cap succeeded in reducing congestion into the city, the cheap curbside parking spaces encouraged cruising within the downtown—especially due to the higher price of parking in off-street facilities.

18、Over time, the finite number of off-street spaces either increases in value or remains underutilized if the on-street situation is not managed well. It encourages sharing of parking spaces for differ- ent demand group

19、s, such as commuters versus shoppers and residents, since no new supply can be expected and thus leads to greater efficiency of use. Zurich (Switzerland), Hamburg (Germany) and Copenhagen (Denmark) froze the existing

20、 parking supply in the city center. When a new space is built off-street, an on-street space has to be removed, so it can be repurposed for other needs like widened sidewalks, bikeways or public- transport only corri

21、dors. This type of cap-and-trade was implemented in Hamburg in 1976 and in Zurich as part of its “historic parking compromise” in 1996. Zurich went even further. Outside of the zone where the parking cap applies, the