This study addresses the question of parking supply and demand at transit-oriented developments (TODs) through comparative case studies of seven TODs in the U.S.A. As far as the authors can determine, this is one of the first studies to estimate peak parking generation rates for TODs. Developments are often characterized in relation to “D” variables—development density, land use diversity, urban design, destination accessibility and distance to transit. The seven TODs studied in this project are exemplary when it comes to the Ds. At the overall peak hour, just 51.2%–84.0% of parking spaces are filled. Because of limited use of shared parking, even these exemplary developments do not achieve their full potential. At the overall peak hour, parked cars would fill just 19.5%–69.4% of parking spaces if the developments were built to Institute of Transportation Engineers (ITE) standards. With one exception, peak parking demand is less than 60% of the parking supply guideline in the ITE Parking Generation manual. A sixth D, demand management (parking management), is mixed at the TODs studied. For one thing, there is a dearth of shared parking, though opportunities abound. Another area in which parking policies are not always smart is in bundled residential parking. At some TODs, a parking space/permit comes with each apartment whether the renters want it and use it or not. Such parking is effectively free. A third area in which parking policies are not always smart is in free commercial parking, the counterpart of bundled residential parking.

本研究通过对美国七个TOD的比较案例研究解决了公交导向发展（TOD）中的停车供求问题。据作者确定，这是估计美国最大停车产生率的首批研究之一。 TOD。发展通常以“ D”变量为特征，即发展密度，土地利用多样性，城市设计，目的地可及性和过境距离。在本项目中，研究的七个TOD是示例性的。在整个高峰时段，只有51.2％–84.0％的车位被填满。由于共享停车位的使用有限，即使这些示例性的开发也无法充分发挥其潜力。在整个高峰时段，停放的汽车仅占19.5％–69。如果开发项目符合交通工程师协会（ITE）标准，则占停车位的4％。除了一个例外，高峰停车需求少于ITE中停车供应指南的60％停车生成手册。在研究的TOD中混合了第六个D，即需求管理（停车管理）。一方面，虽然机会很多，但缺乏共享停车场。停车政策并不总是明智的另一个领域是捆绑式住宅停车。在某些TOD中，无论租房者是否愿意使用或停车，每间公寓都附带一个停车位/许可证。这种停车实际上是免费的。停车政策并不总是很明智的第三个领域是免费商业停车场，与捆绑式住宅停车场相对应。