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In the past, parking facilities were designed for one purpose only: to park vehicles. While surface lots are often deployed in anticipation of future development on a site, most parking structures and underground facilities are a long-term bet on one use. Now, how - ever, parking developers are aware that the factors described in the previous section may reduce future parking use. Some of them are designing flexible parking facilities that can be repurposed to other uses, should parking use decline in the future.
The other important facility issue is how parking will be used with the advent of self parking and autonomous vehicles. For example, if drivers drop a vehicle at a parking facility for self-parking, areas for this drop-off and pick-up area should be allocated. The cars then can park themselves at higher density, in narrower spaces (no need for door clearance), and with queuing in aisles. If autonomous vehicles become commonplace, people who own their vehicles will be dropped off at the front door of the destination and then the vehicle will proceed to park.
Many commuters may choose instead to consume mobility services in an autonomous shared vehicle that serves many users throughout the day, much as a current taxi operates. Personal vehicle parking may decline, but these taxibots will need temporary storage when demand is low. This parking can occur in peripheral areas, freeing up centrally located parking for other uses, or they could line up in centrally located structures, first-in, first-out, perhaps doubling the density of parked vehicles.
Surface parking can be repurposed to other land uses, and new layouts may be as simple as restriping. Because there is no such thing as a historically significant surface parking lot, they can be easily built upon. The reuse or redesign of structures or underground parking, on the other hand, depends on their configuration and design. Sloping-floor, low-clearance structures are difficult to repurpose to anything but storage, as is underground parking. In above-grade facilities, short-span structures can lock in space configurations and widths that might not fit the greater vehicle density possible with self-parking vehicles or alternative uses.
The most adaptable structures are those that are built with level floors, enough floor clearance, and sufficient structural load capacity. The concept of adaptive reuse is applicable to a variety of land uses, depending on local needs, should future parking demand be lower. Those uses can range from temporary uses such as entertainment venues or seasonal urban food production in raised beds on surface lots, to permanent repurposing as residential and commercial uses. While these structures cost more and are likely less efficient because of external ramps, the benefit of future flexibility may pay for those added capital costs. Other design issues may come to play, including acceptable levels of vibration, natural light, and stairway/elevator locations (internal versus external). If the structure is wrapped with land uses, then repurposing the inner core of parking may also be problematic.
The design concept for new parking facilities sees them as multimodal transportation hubs, perhaps hosting areas for patron self-parking, automated parking, shared-mobility vehicles, electric recharging stations, bicycle parking, and close links with transit and shuttles. The structures can be made more sustainable with payment systems that do not require gate arms or attendants, thereby reducing idling time while cars queue. Space availability information will reduce cruising for parking, and solar panels (and perhaps wind) will provide energy.