Guidelines on the Provision of Structured Car Parking Facilities at Acute Hospitals

Guidelines on the Provision of Structured Car Parking Facilities at Acute Hospitals These guidelines have been developed to ensure that any future developments for car parking facilities are consistent with Department policy and deliver value for money. They are intended to assist acute hospitals in ensuring that best practice is followed at all stages in the provision and management of structured car parking facilities. Click here to download PDF 23kb

Guidelines on the Provision of Structured Car Parking Facilities at Acute Hospitals

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California statutes relating to public acquisition of off-street parking facilities. January, 1960 ... as rev. and codified by the California Legislature through the 1959 regular session, which adjourned June 19, 1959. This ed. supersedes all prior editions.

Bibliography: leaf 106.

Parking management tactics. Volume 3: reference guide.

Federal Highway Administration, Urban Planning Division, Washington, D.C.

Parking management policies and auto control zones: final report.

Transportation Department, Office of Environmental Affairs, Washington, D.C.

Expanding Bicycle Access to Transit: Providing Increased Secure Bicycle Parking at Light Rail Stations in the Seattle Area

Thesis (Master's)--University of Washington, 2016-06

Activités professionnelles et qualité de l'air des parcs de stationnement couvert : rapport d'expertise collective

[Table des matières] 1. Contexte, objet et modalités de traitement de la saisine. - 2. Préambule. - 3. Caractérisation des parcs de stationnement couverts et de leurs activités professionnelles en France (enquête Afsset). - 4. Observations de terrain et analyse d'activités professionnelles exercées dans les parcs de stationnement couverts (étude Anact). - 5. Evaluation des risques sanitaires. - 6. Recommandations. - Bibliographie. - Annexe 1 : Lettre de saisine. - Annexe 2 : Présentation des positions divergentes. - Annexe 3 : Synthèse des déclarations publiques d'intérêts des experts par rapport au champ de la saisine. - Annexe 4 : Réglementation et recommandations institutionnelles concernant la qualité de l'air dans les parcs de stationnement couverts, et l'hygiène et la sécurité des travailleurs. - Annexe 5 : Etude de coparly sur la mesure de polluants atmosphériques dans les parcs de stationnement - Informations générales. - Annexe 6 : Dépassement des valeurs cibles Afsset" limitant les risques pour la santé des travailleurs dans les parcs de stationnement (Coparly, 2009). - Annexe 7 : Enquête Asset - Méthode d'identification du code NAF le plus adapté. - Annexe 8 : Enquête Afsset - Questionnaire d'enquête. - Annexe 9 : Enquête Afsset - Villes d'implantation des parcs inclus dans l'étude. - Annexe 10 : Rapport de l'Anact : Activité professionnelle et qualité de l'air dans les parcs couverts de stationnement. - Annexe 11 : Résultats de mesures de la campagne du LCPP utilisés pour les scénarios d'exposition. - Annexe 12 : Résultats issus de l'enquête Afsset sur les activités professionnelles exercées dans les parcs de stationnement couverts. - Annexe 13 : Concentrations ubiquitaires dans différents "micro-environnements" (Afsset, 2007). - Annexe 14 : Facteurs d'abattement entre concentrations dans le local d'exploitation et dans le parc. - Annexe 15 : Limites des valeurs toxicologiques de référence (Afsset, 2007). - Annexe 16 : Exemples de solutions pour améliorer la qualité de l'air et réduire l'exposition des travailleurs.

Espai públic i aparcament soterrat al voltant de l'Església de Santa Maria a Caldes de Montbui

Award-winning

Qualidade de vida e transporte público urbano: estratégias para melhorar a qualidade do serviço de transporte público urbano por ônibus

If urban planning is to support the equitable distribution of public goods and services, it must recognize and address the dismal condition of millions of poor people who are living in a city. The primary focus of contemporary planners and planning students should be on finding and advocating solutions that help eliminate the problems of today¿s cities. Any meaningful solution will need to be grounded in a thorough understanding of the social class inequities of citizens. With the rapid development of national economy and urbanization process in Brazil over the last two decades, the number of vehicles and their travels are dramatically increased. This is particularly evident in all large cities. Traffic congestion becomes more and more severe. Inadequate parking facilities often result in difficulty to find a parking space in large cities and many illegally parked vehicles can be seen on the crowed streets. These illegally parked vehicles further intensify traffic congestion and also pose a traffic safety hazard. The process of urbanization and motorization in Brazil is likely to continue in a rapid pace. The urban public passengers transport modes problems in large cities are likely to get even worse. There is an urgent need for the development of policy and criteria for public service of urban public passenger transport by bus in large cities. The purpose of survey is to develop policy guidelines for public transport services planning, design, construction and mobility management, that meet community needs for accessibility in large cities. So this thesis will present major comparative characteristics of urban mobility management, urban public passengers transport by bus services planning and the quality of social life in two towns of Brazil: Rio de Janeiro and Curitiba. The study case has been focused on Rio de Janeiro and Curitiba because of the major different results of the survey presented by the two cities. The objectives of this thesis are: a) to analyze and discus existing urban mobility related accessibility and economic development problems in large cities; b) to provide an overview of the relationship within city ¿ quality of social life ¿ urban mobility in Rio and Curitiba; c) to analyze and discuss existing urban mobility management related public transport services in Rio and Curitiba; d) to analyze and discuss existing quality of bus public transport services problems in Rio. Some preliminary recommendations for mobility management policies will also be presented.

Satisfação do paciente com a fisioterapia :tradução, adequação cultura e validação de um instrumento de medida

The measurement of patient satisfaction can provide information about the success of the care provider in reaching the values and meeting the expectations of the patient. The purpose of this study was to translate into the Portuguese language and to culturally customize to the Brazilian population the instrument to measure patient satisfaction with physical therapy elaborated by Goldstein et al. The study sample was made up of 279 patients who were undergoing physical therapy treatment at 39 different private clinics in a middle-sized town in northeastern Brazil. For the translation of the survey instrument, the back-translation technique was employed, in association with the bilingual method. The reliability and validity of the Brazilian version of the instrument were both assessed. Reliability analysis, carried out with the computation of Cronbach alpha coefficients, showed that the measures obtained with the instrument have a high degree of internal consistency. The aspects dealing with the patient therapist relationship are the most important predictors of satisfaction, followed by those dealing with courtesy, privacy, and practical aspects such as efficiency of the facility in the patient admissions process, setting up of appointments, and waiting time in waiting room. Items dealing with aspects such as location of the facility and availability of parking facilities may underestimate the reliability of the instrument. This study translated, culturally customized, and validated an instrument to measure patient satisfaction with physical therapy originally developed in English. By so doing, this study has made this instrument available to the Brazilian society, and it has rendered it a useful parameter that can be utilized in our country in the field of physical therapy

High-Speed Rail Versus Air Transportation: Case Study of Madrid–Barcelona, Spain.

Travel time savings, better quality of the supplied services, greater comfort for the users, and improved accessibility are the main factors of success of High Speed Rail(HSR)links. This paper presents the results from a revealed and stated preference survey conducted to both HSR and air transport users in the Madrid Barcelona corridor. The data gathered from the stated preference survey was used to calibrate a modal choice model aiming at explaining competition between HSR and air transportation in the corridor. From the model, the authors obtain that prices and service frequency are the most important variables to compete with the other mode. In addition, they found that check-in and security controls at the airport are a crucial variable for the users in their modal choice. Other policies, such as the improvement of parking facilities at the train stations, play a secondary role.

Motor vehicle laws of Virginia.

"Reprint from the Code of Virginia of 1950 and the 1952 cumulative supplement."

Curb space management strategies for Nashville.

Nashville Metropolitan Government, Tenn.

Encouraging public transportation through effective land use actions.

Metro, Seattle, Wash.

Guidelines for the Conversion of Urban Four-Lane Undivided Roadways to Three-Lane Two-Way Left-turn Lane Facilities, April 2001

Four-lane undivided roadways in urban areas can experience a degradation of service and/or safety as traffic volumes increase. In fact, the existence of turning vehicles on this type of roadway has a dramatic effect on both of these factors. The solution identified for these problems is typically the addition of a raised median or two-way left-turn lane (TWLTL). The mobility and safety benefits of these actions have been proven and are discussed in the “Past Research” chapter of this report along with some general cross section selection guidelines. The cost and right-of-way impacts of these actions are widely accepted. These guidelines focus on the evaluation and analysis of an alternative to the typical four-lane undivided cross section improvement approach described above. It has been found that the conversion of a four-lane undivided cross section to three lanes (i.e., one lane in each direction and a TWLTL) can improve safety and maintain an acceptable level of service. These guidelines summarize the results of past research in this area (which is almost nonexistent) and qualitative/quantitative before-and-after safety and operational impacts of case study conversions located throughout the United States and Iowa. Past research confirms that this type of conversion is acceptable or feasible in some situations but for the most part fails to specifically identify those situations. In general, the reviewed case study conversions resulted in a reduction of average or 85th percentile speeds (typically less than five miles per hour) and a relatively dramatic reduction in excessive speeding (a 60 to 70 percent reduction in the number of vehicles traveling five miles per hour faster than the posted speed limit was measured in two cases) and total crashes (reductions between 17 to 62 percent were measured). The 13 roadway conversions considered had average daily traffic volumes of 8,400 to 14,000 vehicles per day (vpd) in Iowa and 9,200 to 24,000 vehicles per day elsewhere. In addition to past research and case study results, a simulation sensitivity analysis was completed to investigate and/or confirm the operational impacts of a four-lane undivided to three-lane conversion. First, the advantages and disadvantages of different corridor simulation packages were identified for this type of analysis. Then, the CORridor SIMulation (CORSIM) software was used x to investigate and evaluate several characteristics related to the operational feasibility of a four-lane undivided to three-lane conversion. Simulated speed and level of service results for both cross sections were documented for different total peak-hour traffic, access densities, and access-point left-turn volumes (for a case study corridor defined by the researchers). These analyses assisted with the identification of the considerations for the operational feasibility determination of a four -lane to three-lane conversion. The results of the simulation analyses primarily confirmed the case study impacts. The CORSIM results indicated only a slight decrease in average arterial speed for through vehicles can be expected for a large range of peak-hour volumes, access densities, and access-point left-turn volumes (given the assumptions and design of the corridor case study evaluated). Typically, the reduction in the simulated average arterial speed (which includes both segment and signal delay) was between zero and four miles per hour when a roadway was converted from a four-lane undivided to a three-lane cross section. The simulated arterial level of service for a converted roadway, however, showed a decrease when the bi-directional peak-hour volume was about 1,750 vehicles per hour (or 17,500 vehicles per day if 10 percent of the daily volume is assumed to occur in the peak hour). Past research by others, however, indicates that 12,000 vehicles per day may be the operational capacity (i.e., level of service E) of a three-lane roadway due to vehicle platooning. The simulation results, along with past research and case study results, appear to support following volume-related feasibility suggestions for four-lane undivided to three-lane cross section conversions. It is recommended that a four-lane undivided to three-lane conversion be considered as a feasible (with respect to volume only) option when bi-directional peak-hour volumes are less than 1,500 vehicles per hour, but that some caution begin to be exercised when the roadway has a bi-directional peak-hour volume between 1,500 and 1,750 vehicles per hour. At and above 1,750 vehicles per hour, the simulation indicated a reduction in arterial level of service. Therefore, at least in Iowa, the feasibility of a four-lane undivided to three-lane conversion should be questioned and/or considered much more closely when a roadway has (or is expected to have) a peak-hour volume of more than 1,750 vehicles. Assuming that 10 percent of the daily traffic occurs during the peak-hour, these volume recommendations would correspond to 15,000 and 17,500 vehicles per day, respectively. These suggestions, however, are based on the results from one idealized case xi study corridor analysis. Individual operational analysis and/or simulations should be completed in detail once a four-lane undivided to three-lane cross section conversion is considered feasible (based on the general suggestions above) for a particular corridor. All of the simulations completed as part of this project also incorporated the optimization of signal timing to minimize vehicle delay along the corridor. A number of determination feasibility factors were identified from a review of the past research, before-and-after case study results, and the simulation sensitivity analysis. The existing and expected (i.e., design period) statuses of these factors are described and should be considered. The characteristics of these factors should be compared to each other, the impacts of other potentially feasible cross section improvements, and the goals/objectives of the community. The factors discussed in these guidelines include • roadway function and environment • overall traffic volume and level of service • turning volumes and patterns • frequent-stop and slow-moving vehicles • weaving, speed, and queues • crash type and patterns • pedestrian and bike activity • right-of-way availability, cost, and acquisition impacts • general characteristics, including - parallel roadways - offset minor street intersections - parallel parking - corner radii - at-grade railroad crossings xii The characteristics of these factors are documented in these guidelines, and their relationship to four-lane undivided to three-lane cross section conversion feasibility identified. This information is summarized along with some evaluative questions in this executive summary and Appendix C. In summary, the results of past research, numerous case studies, and the simulation analyses done as part of this project support the conclusion that in certain circumstances a four-lane undivided to three-lane conversion can be a feasible alternative for the mitigation of operational and/or safety concerns. This feasibility, however, must be determined by an evaluation of the factors identified in these guidelines (along with any others that may be relevant for a individual corridor). The expected benefits, costs, and overall impacts of a four-lane undivided to three-lane conversion should then be compared to the impacts of other feasible alternatives (e.g., adding a raised median) at a particular location.