Modelling On-street Parking Occupancy for Motorcycle

around a Central Business District

Adrian L. Lozada1 and Glydel Ann P. Paglangan1
1Department of Civil Engineering, Western Mindanao State University, Zamboanga City, Philippines
adrianlozada180@gmail.com

Structured Abstract

On-street parking becomes a problem when parking demand for a certain parking area
exceeds parking bays available of a certain parking inventory. This becomes more serious if
the on-street parking areas are located near the Central Business District (CBD). Parking
Demand exceeding the parking available bays means that the parking occupancy of an on-
street parking area exceeds a hundred percent which can cause slow traffic flow. In order to
determine the parking occupancy, the on-street parking areas of motorcycles was observed
and essential parking characteristics were computed such as the parking volume, parking
accumulation, parking load, parking duration, parking turnover and parking occupancy.
Other parking parameters were also identified such as the type of flow; one-way and two-
way, the type of day; Saturday or Sunday and the time of the day: 07:00 am to 07:00 pm. The
parking characteristics relationships were obtained using multiple regression analysis.
Parking occupancy was set to be dependent variables and others are identified as
independent variables.

The coefficient of correlation was tested using Statistical Package for the Social Sciences
(SPSS) to generate a parking occupancy model and the correlated independent variables are
time, parking volume, parking load, parking turnover and accumulation. The parking
occupancy model was validated in comparing the actual parking occupancy and modelled
parking of other on-street parking areas. The result is comparable and shows a significant
relationship, this leads to a conclusion that the parking occupancy model is applicable to all
on-street parking areas on Zamboanga City.

Keywords: parking area, parking volume, parking bay, parking occupancy, SPSS, multiple
regression, parking load, parking duration, parking turnover, parking accumulation
I. Introduction

Urbanization and the rapid increase in human population have brought increasing number
of motorization within the city. [1] Due to the increasing vehicle number in the city per year,
vehicle saturation rises in urban areas continuously until such time that drivers find it hard
finding a parking area according to their convenience. [2] Like for example, in Zamboanga
City, the number of motorcycle vehicle registration of the city from Land Transportation
Office (LTO) has drastically increased from 13,350 to 54,833. When vehicles are not in use,
they are being stored in parking area, making the parking area an essential part of
transportation. [3] A particular study found out that only five percent of the time, vehicles are
moving which means that most of the time vehicles are parked. [4] Parking areas is defined as
off-street and on-street parking. Off-street parking areas are away from the main stream road
while on-street parking areas are found on the street sides. [5] Inability to produce sufficient
parking areas can cause inconvenience and access values of buildings in urban areas and has a
big effect on traffic and can affect the sustainable progress of the city. [6][7]

One important factor to consider in slow traffic flow is parking occupancy exceeding a
hundred percent. This indicates that that parking demand at a particular time exceeds the
parking bays available. Parking bay is defined as the number of parking spaces in parking
areas while parking demand refers to volume of vehicles occupying the parking areas. [7]
Slow traffic flow usually happens to CBD, especially when the driver does not have an idea
about the volume of vehicles in the parking area at a particular time for Central Business
District (CBD). One problem with a parking study is the data unavailability of parking
characteristics. [21] A parking study is essential not only to identify availability of the bays in
parking areas, but also to identify how the parking areas are being used. CBD areas were also
considered in several studies where in parking areas were analyzed in terms of the demand
and bays by using the observed parking characteristics and to provide solutions to the
problems in parking areas. [8][9]

In connection to the growing number of vehicles contributing to parking problems

especially around CBD, several studies were conducted to contribute to the knowledge. Since
for example, parking demand model is the key to essential data onto the on-street parking area
size and planning of the public parking. [16] A related study conducted by Liu, a prediction
model for real-time parking using linear regression was developed and tested. [10] Saptarshi
et. al., estimated parking demand for Kolkata considering land used, vehicle ownership,
parking fees, walking distance and other important parameters using Statistical Package for
the Social Sciences (SPSS). [11] In another study conducted, they developed the estimated
parking demand model by introducing parking characteristics such as parking turnover and
parking occupancy to contribute in the modified model. [12] Another study was conducted by
Laundry, wherein he developed a parking occupancy model limited only to the two factors
like point of interest and time of day. [10] However, he also recommends introducing other
parameters in developing the occupancy model. Hence, to fill this gap, the researchers will
develop a model for parking occupancy using parameters obtained from in-out survey using
motorcycle on-street parking areas. This paper attempts to answer the research question
“Does the parking occupancy model applicable to all on-street parking areas in Zamboanga
City?” The paper specifically has the objectives to measure the on-street parking inventory, to
enumerate the different parking characteristics, to develop a parking occupancy model and to
validate the model.

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II. Methods

The type of study that was used is evaluative, quantitative in approach and prospective
study design. Four on-street parking areas were investigated in the study. On-street parking
area is defined as the vehicle remains stationary on the street side. Motorcycle parking
characteristics were observed. Primary and secondary data are needed in this study. Primary
data was obtained by conducting an in-out survey while secondary data was obtained by
conducting a parking inventory survey. [5][14][15] Materials used to obtain necessary data
are survey sheet to measure and enumerate the parking characteristics. Google map to obtain
the length of on-street parking areas investigated in the study. Site selection was under 1
kilometer radius perimeter from the Hall of Zamboanga City or also called the Central
Business District (CBD).

Figure (1) Location of on street parking in study area (SCALE: 1m: 100m)

The location of on street parking in study area as shown in Figure 1, in-out survey was
conducted in four on-street parking areas. Two two-way type of vehicle flow and two one-
way type of vehicle flow were observed. This type of survey was conducted on weekends:
Saturday and Sunday. In conducting in-out survey, the number of vehicle that enters and exit
from on-street parking area were recorded in a 5 minute interval from 7:00 am to 7:00 pm, a
total of 12 hours. The parking characteristics obtained from four on-street parking areas are
parking volume or the vehicle sum number in given time, parking accumulation or the vehicle
number resulted from the in-flow and out-flow of vehicle, parking load or vehicle number
multiplied to interval of time (equation 1), the parking duration or the parking load ratio to the
vehicle number (equation 2), the parking turnover or vehicle volume ratio to bays available
per hour in on-street parking areas (equation 3) and parking occupancy or the vehicle number
ratio to the number of bays available in percentage (equation 4).

Parking Load = 𝐴𝑐𝑐𝑢𝑚𝑢𝑙𝑎𝑡𝑖𝑜𝑛 ∗ 𝑡𝑖𝑚𝑒 𝑖𝑛𝑡𝑒𝑟𝑣𝑎𝑙 eq. 1

𝑃𝑎𝑟𝑘𝑖𝑛𝑔 𝐿𝑜𝑎𝑑
Parking Duration = 𝐴𝑐𝑐𝑢𝑚𝑢𝑙𝑎𝑡𝑖𝑜𝑛
eq. 2

3
 𝐴𝑐𝑐𝑢𝑚𝑢𝑙𝑎𝑡𝑖𝑜𝑛
Parking Turnover = 𝑁𝑜.𝑜𝑓 𝑏𝑎𝑦𝑠/ℎ𝑜𝑢𝑟
eq. 3

𝐴𝑐𝑐𝑢𝑚𝑢𝑙𝑎𝑡𝑖𝑜𝑛
Parking Occupancy = 𝑁𝑜.𝑜𝑓 𝑏𝑎𝑦𝑠
eq. 4

Secondary survey was used to determine the parking bays according to on-street parking
area length with respect to motorcycle width which is 0.85 meters. [20] After the parking
characteristics were obtained, structural equation modelling was obtained using Statistical
Package for the Social Sciences (SPSS) to analyze the parking survey data. [17][18] The
researchers used the multiple regression analysis to determine the coefficient of correlation
between variables. Coefficient of correlation was based on the most fitted line of highest
value of correlation coefficient. The type of flow: one-way or two-way , type of day: Saturday
or Sunday, time of the day: 07:00 am to 07:00 pm range, on-street parking length, parking
volume, parking load, parking duration, parking turnover, accumulation were assigned as the
independent variables tested their correlation to dependent variable which is parking
occupancy. Each independent variable was correlated with respect to the dependent variable
to obtain their correlation coefficient. The correlated variables were identified if the absolute
coefficient of correlation is greater than 0.25, otherwise independent variables were not
correlated. Non-correlated variables were eliminated and multiple regressions were used to
analyze the data to generate a parking occupancy model. The parking occupancy equation
model developed in this study has the following restrictions applicable only two-way or one-
way type of flow: the Saturday or Sunday type of day: and hours from 7:00am to 07:00 pm.

Model Validation

The generated model was validated by applying it to parking areas that were not included
in fitting the model. Parking characteristics were obtained and measured by conducting an in-
out survey for two on-street parking areas. The relationship of the actual parking occupancy
and the modelled parking occupancy is presented by a scatter plot with its coefficient of
correlation. For the model to be acceptable, coefficient of correlation must be 0.9.

III. Results

The parking inventory conducted involves measuring and identifying some major
characteristics. A total of 254 parking bays of which 75 parking bays are located at Campaner
Street, 41 parking bays are located at Pilar Street, 66 parking bays are located at La Purisima
Street and 72 parking bays are located at P. Reyes Street. Major characteristics like parking
length and direction of flow are presented in Appendix, Table (1). Parking characteristics are
essential in generating a structured equation model for estimated parking occupancy. Existing
on-street parking characteristics in the study area are measured and presented in Appendix,
Table (2), Table (3), Table (4) and Table (5) for all chosen parking areas.

In order to determine the significant independent variables such as type of flow (one-way
type of flow), type of day (Saturday or Sunday), time (07:00 am to 07:00 pm), parking length
(m), parking volume (vehicles), parking load (vehicle per hour), parking duration (hour),
parking turnover (vehicle per hour per bay) and parking accumulation (vehicle) affecting the
dependent variable which is the parking occupancy, a relationship should be determined.
Relationship of the parking inventories and characteristics are computed and presented in a
scatter plot and coefficient of correlation which is presented in Table (6), Figure (2), Figure

4
(3), Figure (4) and Figure (5). The values were computed using the Statistical Package for the
Social Sciences (SPSS).

Table (6) Coefficient of Correlation of Variable

INDEPENDENT VARIABLE COEFFICIENT OF CORRELATION

(R2)

Type of Flow .096

Type of Day .021

Parking Length (m) .050

Parking Duration .075

The relationship of type of flow, type of day, parking length and parking duration with the
parking occupancy shows a poor relationship with the coefficient of correlation of 0.096,
0.021, 0.050 and 0.075 respectively.

Figure (2) Independent variable (time) vs. dependent variable (occupancy)

The independent variable (time) vs. dependent variable (occupancy) has a best fit of
quadratic 3rd degree curve with a coefficient of correlation 0.722.

5
 Figure (3) Independent variable (volume) vs. dependent variable (occupancy)

The independent variable (parking volume) vs. dependent variable (occupancy) has a best
fit of quadratic 3rd degree curve with a coefficient of correlation 0.807.

Figure (4) Independent variable (load) vs. dependent variable (occupancy)

The independent variable (parking load) vs. dependent variable (occupancy) has a best fit
of quadratic 3rd degree curve with a coefficient of correlation 0.883.

6
 Figure (5) Independent variable (turnover) vs. dependent variable (occupancy)

The independent variable (parking turnover) vs. dependent variable (occupancy) has a best
fit of quadratic 3rd degree curve with a coefficient of correlation 0.766.

Figure (6) Independent variable (accumulation) vs. dependent variable (occupancy)

The independent variable (accumulation) vs. dependent variable (occupancy) has a best fit
of quadratic 3rd degree curve with a coefficient of correlation 0.767.

7
 Based from the computed coefficient of correlation, significant independent variables
which affect the dependent variable parking occupancy are time, parking volume, parking
load, parking turnover and parking accumulation.
Model Summary

Std. Error of the

Model R R Square Adjusted R Square Estimate
1 .988a .977 .975 5.922772

Accepted variables in the generating prediction model were all based from the significance
of each and non-correlated variables were eliminated. The model summary presents a
significant coefficient of correlation of 0.977 considering all the significant variables.

Standardized
Unstandardized Coefficients
Model Coefficients t Sig.
B Std. Error Beta
(Constant) -.455 2.233 -.204 .839

TIME 3.318 1.113 .306 2.981 .004

Parking Volume -
(vehicles) -.283 .016 -1.054 .000
18.176

Parking Load 1.395 .115 1.062 12.144 .000

Parking Turnover 13.525 1.740 .744 7.775 .000

Accumulation
(vehicles) .065 .109 .047 .597 .552

Based from the regression analysis, unstandardized coefficients were used to generate
predicted parking occupancy model. This is presented in equation:

𝐏𝐏𝐎 = (𝟑. 𝟑𝟏𝟖 ∗ 𝐓) − (𝟎. 𝟐𝟖𝟑 ∗ 𝐯) + (1.395 * L) + (13.525 * t) + (0.065 * a) – 0.455

where: PPO = Predicted Parking Occupancy

T = time
v = parking volume
L= parking load
t = parking turnover
a = accumulation

Considering other parking areas to validate the generated parking occupancy model, a
scatter plot is presented to show the relationship of the actual occupancy and the predicted
occupancy using the generated model. This is presented in figure (7).

8
 Figure (6) Modelled parking occupancy vs. Actual parking occupancy

The best fit for the actual occupancy and the modelled occupancy is a quadratic 3rd degree
curve and the coefficient of correlation is 0.994. This shows that the model is fitted well with
other parking areas considering the modelled parking occupancy are close to the actual
parking occupancy.

IV. Discussion

This study found that time, parking accumulation, parking volume, parking load and
parking turnover are important variables in determining parking occupancy, while type of
flow, type of day, length and parking duration do not indicate a strong relationship with
parking occupancy. As time varies, the Parking occupancy changes because of the starting
time of people who work around CBD, class or the purpose of the trip. The time where the
parking occupancy is highest reflects to be the peak hour. This indicates that during the peak
hour, many are going to a certain destination. Parking accumulation shows a significant
relationship with the parking occupancy, because parking accumulation is referred to as the
number of vehicles at a certain parking area. The more vehicles are parked, the higher the
parking occupancy, inversely, the lesser the number of vehicles, the lower the parking
occupancy. The number of accumulated vehicles can exceed the parking bays available,
making the parking occupancy indicating a hundred percent.

Also, parking volume shows a significant relationship with the parking occupancy. The
difference of parking volume to parking accumulation is that the parking volume is referred to
as the total number of vehicles occupying the parking area and also includes the number of
vehicles counted in previous time. The behaviour that is observed in noting the parking
volume is the parking time and departure behaviour of vehicles in the on-street parking areas.

9
Like parking accumulation, the more the vehicles are parked, the higher the parking
occupancy.

Parking load also shows a significant relationship with the parking occupancy, as it is
defined to be the number of vehicle number multiplied to a time interval. Again, the number
of vehicle is being considered in getting the parking load, thus, the more the vehicles are
parked in a time interval, the higher the parking load, which also results to higher parking
occupancy.

The parking turnover also shows a significant relationship with parking occupancy, as it is
defined to be the number of vehicles per parking bay per time duration. At a given time
duration, the number of vehicles that parked for specific parking bay vary depending on the
parking time and departure time of the vehicles. Again, the number of vehicles is being
considered, indicating that the higher the vehicle numbers used the parking bay, parking
occupancy is also higher. These independent variables show a significant relationship with
parking occupancy because the vehicle number is being considered in getting these variables,
in which vehicle number defines the parking occupancy considering the parking bays
available.

The type of flow does not show a significant relationship with parking occupancy. One
factor is that the vehicle owners who park do not really mind to where they would park their
vehicles, as long as they can find a parking area. The type of day does not show a significant
relationship with parking occupancy since every day, the need of vehicles where to park does
not change, although the people’s purpose to park is different from day to day. The length
does not show a significant relationship with the parking occupancy because, the length only
influence to the number of available parking bays, as well as the number of vehicles that will
be accommodated. The parking duration does not also show a significant relationship with the
parking occupancy since parking duration does not give the number of vehicles that park at a
certain parking bay but only indicates the time vehicles are parked.

The model that was validated during a weekday showed that the modelled occupancy has a
significant relationship to the actual parking occupancy. This is because the independent
variables such a kind of day does not significantly influence the parking occupancy. Although
the parking areas used in validation were not used in creating the model, their parking
occupancy behaviour is comparable to the modelled parking occupancy because all on-street
parking areas have the same determinants of parking occupancy.

V. Conclusion and Recommendations

In this paper, with the consideration of significant factors which are time, parking volume,
parking load, parking turnover and parking accumulation, parking occupancy model was
generated and validated in on-street parking areas which were not included in modelling. The
parking occupancy model is said to be applicable to all on-street parking areas in Zamboanga
City since it is comparable to the actual parking occupancy.

In conducting the study, the researchers did not include other factors such as the weather
and holiday, therefore it is also recommended to the future researcher who wishes to improve
the model to consider these other parameters that might have a significant effect on the
parking occupancy model which can be validated through research.

10
Acknowledgement

This research paper is made possible through the support and help from everyone,
including parents, teachers, family, friends, and in presence of sensible beings. In particular,
please allow us to dedicate our deepest gratitude toward the following important contributors
and advisors.

First and foremost, we would like to thank our instructors, Dr. Ma. Jessica Paz Casimiro,
Engr. Bobby S. Amil and Engr. Samuel R. Calisang for their never ending support and
encouragement in doing our research. This gives us the experience on how to engage
ourselves in actual practice and building knowledge for future practice. Second, we would
like to thank Ronel Yap Jr. for letting us stay in his house in making our research paper.
Lastly, we sincerely thank our parents and friends, who provide the financial support and
never ending encouragement to continue our research. The product of this research paper
would not be possible.

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13
 APPENDIX A: Tables

Table (1) Existing on-street parking inventory in the study area

Number of spaces the Number of

Street Length (m) places specified for vehicles to Direction of flow
park

Campaner 62.21 75 Two-way

Pilar 33.98 41 Two-way

La Purisima 55.32 66 One-way

P. Reyes 59.89 72 One-way

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Table (2) Campaner Street

SATURDAY SUNDAY
TIME Parking Parking Parking Parking Parking Parking Parking Parking
Volume Load Turnover Occupancy Volume Load Turnover Occupancy
7:00 AM – 8:00 AM 28 15.92 0.37 21.22 14.0 10.42 0.19 13.89
8:00 AM– 9:00 AM 77.0 44.25 1.03 59.0 67.0 27.5 0.89 36.67
9:00 AM – 10:00 AM 119.0 65.5 1.59 87.33 117.0 58.33 1.56 77.78
10:00 AM – 11:00 AM 164.0 80.5 2.19 107.33 155.0 71.33 2.07 95.11
11:00 AM – 12:00 PM 209.0 89.83 2.79 119.78 192.0 67.83 2.56 90.44
12:00 PM – 1:00 PM 246.0 86.25 3.28 115.0 218.0 62.33 2.91 83.11
1:00 PM – 2:00 PM 317.0 87.58 4.23 116.78 254.0 48.0 3.39 64.0
2:00 PM – 3:00 PM 368.0 95.17 4.91 126.89 298.0 60.08 3.97 80.11
3:00 PM – 4:00 PM 400.0 80.75 5.33 107.67 346.0 74.0 4.61 98.67
4:00 PM – 5:00 PM 438.0 80.5 5.84 107.33 387.0 74.67 5.16 99.56
5:00 PM – 6:00 PM 474.0 67.33 6.32 89.78 429.0 78.25 5.72 104.33
6:00 PM – 7:00 PM 516.0 66.75 6.88 89.0 453.0 69.08 6.04 92.11

The parking characteristics of Campaner Street (two- way type of flow) are parking volume, parking load, parking turnover and parking occupancy. For
Saturday, the peak occupancy occurs at 2:00 PM – 3:00 PM. For Sunday, peak occupancy occurs at 5:00 PM – 6:00 PM.

15
Table (3) Pilar Street
SATURDAY SUNDAY
TIME Parking Parking Parking Parking Parking Parking Parking Parking
Volume Load Turnover Occupancy Volume Load Turnover Occupancy
7:00 AM – 8:00 AM 7.0 2.08 0.17 5.08 14.0 3.25 0.34 7.93
8:00 AM– 9:00 AM 24.0 11.33 0.59 27.64 41.0 14.0 1.0 34.15
9:00 AM – 10:00 AM 49.0 25.58 1.2 62.4 70.0 14.83 1.71 36.18
10:00 AM – 11:00 AM 71.0 28.92 1.73 70.53 100.0 22.08 2.44 53.86
11:00 AM – 12:00 PM 103.0 32.17 2.51 78.46 115.0 24.75 2.8 60.37
12:00 PM – 1:00 PM 139.0 45.17 3.39 110.16 136.0 29.08 3.32 70.93
1:00 PM – 2:00 PM 162.0 49.08 3.95 119.72 152.0 33.88 3.71 81.91
2:00 PM – 3:00 PM 190.0 47.75 4.63 116.46 174.0 37.42 4.24 91.26
3:00 PM – 4:00 PM 229.0 44.08 5.59 107.52 193.0 42.83 4.71 104.97
4:00 PM – 5:00 PM 253.0 40.75 6.17 99.39 219.0 49.42 5.34 120.53
5:00 PM – 6:00 PM 287.0 36.17 7.0 88.21 246.0 49.08 6.0 119.72
6:00 PM – 7:00 PM 321.0 34.17 7.83 83.33 278.0 33.83 6.78 82.52

The parking characteristics of Pilar Street (two- way type of flow) are parking volume, parking load, parking turnover and parking occupancy. For
Saturday, the peak occupancy occurs at 1:00 PM – 2:00 PM. For Sunday, peak occupancy occurs at 4:00 PM – 5:00 PM.

16
Table (4) La Purisima Street
SATURDAY SUNDAY
TIME Parking Parking Parking Parking Parking Parking Parking Parking
Volume Load Turnover Occupancy Volume Load Turnover Occupancy
7:00 AM – 8:00 AM 17.0 6.5 0.26 14.0 2.0 0.33 0.03 0.51
8:00 AM– 9:00 AM 57.0 24.5 0.86 37.0 34.0 11.42 0.52 17.3
9:00 AM – 10:00 AM 126.0 49.25 1.91 64.0 75.0 42.92 1.14 65.03
10:00 AM – 11:00 AM 183.0 66.33 2.77 75.0 125.0 71.5 1.89 108.33
11:00 AM – 12:00 PM 223.0 75.67 3.38 82.0 163.0 75.42 2.47 114.27
12:00 PM – 1:00 PM 257.0 84.92 3.89 90.0 201.0 71.92 3.05 108.96
1:00 PM – 2:00 PM 297.0 87.58 4.5 85.0 241.0 80.92 3.65 122.6
2:00 PM – 3:00 PM 341.0 83.58 5.17 87.0 289.0 88.33 4.38 133.84
3:00 PM – 4:00 PM 373.0 86.26 5.65 87.0 329.0 97.92 4.98 148.36
4:00 PM – 5:00 PM 407.0 86.58 6.17 87.0 368.0 101.33 5.58 153.54
5:00 PM – 6:00 PM 441.0 84.67 6.68 86.0 400.0 89.83 6.06 136.11
6:00 PM – 7:00 PM 469.0 84.0 7.11 78.0 431.0 80.58 6.53 122.1

The parking characteristics of La Purisima Street (one- way type of flow) are parking volume, parking load, parking turnover and parking occupancy. For
Saturday, the peak occupancy occurs at 12:00 PM – 1:00 PM. For Sunday, peak occupancy occurs at 4:00 PM – 5:00 PM.

17
Table (5) P. Reyes Street
SATURDAY SUNDAY
TIME Parking Parking Parking Parking Parking Parking Parking Parking
Volume Load Turnover Occupancy Volume Load Turnover Occupancy
7:00 AM – 8:00 AM 37.0 18.0 0.51 25.0 30.0 14.92 0.42 20.72
8:00 AM– 9:00 AM 79.0 40.92 1.1 56.83 77.0 41.75 1.07 57.99
9:00 AM – 10:00 AM 153.0 78.5 2.13 109.03 113.0 69.42 1.57 96.41
10:00 AM – 11:00 AM 193.0 104.42 2.68 145.02 149.0 79.5 2.07 110.42
11:00 AM – 12:00 PM 236.0 101.17 3.28 140.51 192.0 72.67 2.67 100.93
12:00 PM – 1:00 PM 284.0 106.17 3.94 147.45 230.0 74.33 3.19 103.24
1:00 PM – 2:00 PM 323.0 94.17 4.49 130.79 267.0 78.25 3.71 108.68
2:00 PM – 3:00 PM 355.0 93.08 4.93 129.28 308.0 81.5 4.28 113.19
3:00 PM – 4:00 PM 392.0 95.75 5.44 132.99 342.0 87.5 4.75 121.53
4:00 PM – 5:00 PM 424.0 95.33 5.89 132.41 380.0 90.25 5.28 125.35
5:00 PM – 6:00 PM 455.0 82.83 6.32 121.99 414.0 86.0 5.75 119.44
6:00 PM – 7:00 PM 480.0 75.17 6.67 104.4 443.0 76.08 6.15 105.67

The parking characteristics of P. Reyes Street (one- way type of flow) are parking volume, parking load, parking turnover and parking occupancy. For
Saturday, the peak occupancy occurs at 12:00 PM – 1:00 PM. For Sunday, peak occupancy occurs at 4:00 PM – 5:00 PM.

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 APPENDIX B: Photo Documentation

Pilar Street (Saturday, Morning @7am), Campaner Street (Sunday, Morning @7am),
February 11, 2017 February 12, 2017

Parking Survey Count in Pilar Street @6:00 PM, February 11, 2017 with
the researcher Adrian L. Lozada

19
 Parking Survey Count in Campaner Street @6:45 PM,
February 12, 2017 with the researcher Glydel Ann P. Paglangan

Parking Survey Count in Pilar Street @7:30 AM,

February 19, 2017 with the researcher Glydel Ann P. Paglangan

20
 Parking Survey Count in Campaner Street @7:00 AM,
February 18, 2017 with the researcher Adrian L. Lozada

Parking Survey Count in La Purisima Street @7:00 AM,

March 4, 2017 with the researcher Glydel Ann P. Paglangan

21
 Parking Survey Count in P. Reyes Street @7:10 AM,
March 5, 2017 with the researcher Adrian L. Lozada

La Purisima St. (Saturday, Morning @7am), P. Reyes St. (Sunday, Morning @7am),
March 4, 2017 March 5, 2017

22
 P. Reyes St. (Sunday, @12:00 PM), March 5, 2017

La Purisima St. (Saturday, @12:00 PM), March 4, 2017

23
 Counting of count data for V.M Orendain parking area with researcher
Glydel Ann P. Paglangan (Wednesday, March 08, 2017)

Counting of count data for Guardia Nacional parking area with researcher
Adrian L. Lozada (Wednesday, March 08, 2017)

24
 Counting of count data for V.M Orendain parking area with researcher
Glydel Ann P. Paglangan (Wednesday, March 08, 2017)

Counting of count data for Guardia Nacional parking area with researcher
Adrian L. Lozada (Wednesday, March 08, 2017)

25
Counting of count data for all parking areas
with researcher Adrian L. Lozada

Making the paper and analyzing the data

with researcher Glydel Ann P. Paglangan
Overnight with classmates

Overnight with classmates