Parking Study at University of Mosul Main Campus

During the last years, the Main Campus of Mosul University's growth has meant increased traffic volumes (vehicles and pedestrians flows) on its streets, with longer wait times at the campus gates, and parking problems. The main objective of this work is to describing, measuring and valuing the current condition of parking supply and demand, and recommending the most suitable solutions to parking problems according to the university needs for the future 10 years. The study area is divided into 21 zones. Field surveys include: parking survey, questionnaire survey, and traffic movements survey were conducted to achieve the study objectives. The results show that the largest percentage of faculty members and staff use their vehicles as a motorist, especially males with more than 64% for faculty and 55% for staff. The dominant mode of travel for the female faculty members and staff is passengers (Auto and transit) with 60.25% and 82.1% respectively There are over 4181 available parking spaces distributed among the study area zones. Additional parking spaces will be provided where possible and a combination of parking structures and surface lots must be resized and located to meet the parking demand for the year 2030.

community [8]. Parking management reduces the amount of land required for parking facilities, reduces vehicle use, and increases affordability. This, in turn, tends to reduce vehicle ownership and use, and so reduce parking demand [9]. Current parking planning practices are inefficient, resulting in economically excessive parking supply, increased private car traffic, and more dispersed destinations, contributing to various economic, social and environmental problems. There are many reasons to use management strategies that result in more efficient use of parking resources, in order to address parking problems without expanding supply [10].
A parking area performance indicators are the outcomes of the demand-supply interaction. Congestion at a parking lot occurs when the demand exceeds the supply [11]. Most universities are constantly challenged by the parking congestion problem [12]. On the other hand, because most of the campus users have their own fixed class or work schedule, the parking demand is relatively inelastic. However, the demand can still be managed by a combination of parking price and by providing alternative modes of transportation [13]. Various researches and theories have been developed to determine the supply and demand of parking facilities. There are also many theories about the recommendation and solution of the parking problem. One way to reduce the parking demand is controlling system and regulates charging policy [14]. The mention of efficiency and limited resources for growing demands is useful and supports the reality found on any campus. There is a growing need for access to the campus, which requires active and progressive management of the transportation and parking resources to accommodate the campus' needs today and in the future. It is the mission of campus authority to manage parking resources in a manner that supports campus activities and enhances life in the university community [15].
The University of Mosul is one of Iraq's most considerable academic, scientific, educations, cultural and social center, that contribute and support the society with the professional, technical, and administrative staff in all fields of life. It was established in 1967 with four colleges and a population of around 3000. Currently, the university consists of 24 colleges and a number of scientific, practical, technical, service, health and development centers. The area of the University is estimated about 3 square kilometers distributed over three areas ( Main Campus, Second Campus, and Medicine College) in Mosul City with a population of more than 55 thousand. The University provides advanced programs for higher education in various disciplines at all levels under high standards aimed at presenting more qualified graduates who contribute to the development of society economically and socially.
Many studies, unpublished research, small projects and works are curried out to solve temporary traffic and parking problems within the campus resulting from different traffic cause , emergency conditions, or needs. In 1989 a broad and integrated study in the titled "recommended traffic and parking program for University of Moul Main Campus" was conducted with objective of enhancing traffic operation and to relieve parking problems. This program was developed to reflect the university requirements to meet the predicted traffic and parking needs for the campus in the year 2000 [16]. Many of the paragraphs of this program have not been implemented for a number of reasons, and it cannot currently be implemented due to traffic, construction, and demographic trends and improvements in the study area.

STUDY PROBLEMS
The University of Mosul Main Campus (UOMMC) is a vital and active university that combines teaching, researching, and servicing to benefit of Mosul city and other nearby cities. It is a focus of traffic generators and draws significant quantities of traffic from widespread areas, both from Mosul and the surrounding cities. The number of vehicles and pedestrian movements on and through the main campus have increased. And as there are no visible changes in the roadway and parking system and network that would result in a reduction of service levels, creating problems of uncomfortable, inconvenient, and unsafe traffic and parking conditions. The private car has had more impact on university campus because most of campus community use their private car. Then the campus obviously faces serious parking problems. Also, there are no sufficient traffic and parking policy and regulation according to trip destination of the campus community. Beside that:

STUDY OBJECTIVE
The main objective of this study is to describe, analyze and evaluate the existing parking characteristics of UOMMC through extensive fieldwork. The study intended to estimate the nature and quality of the current and future parking supply and demand for each campus zone. Then the study seeks to assess the next 10 years parking conditions and develop suitable solutions for parking problems through to the UOMMC policy, development , community aspirations and present recommendations to improve parking supply in the study area.

STUDY AREA
The study area (UOMMC) is located in Nineveh governorate, Mosul City within the geographical coordinates: latitude of (36:22:23 to 36:23:38) North, and longitudes of (43:07:00 to 43:10:00) East. The study area is divided into 21 zones with identify boundaries according to the main campus streets or zone topography, as shown in Figure 1.
Through academic year 2019-2020, there are more than 51 thousand persons represent the UOMMC community, that classified into four groups:students, faculty members, staff, and other regular users of Mosul University( daily visitors, contracted, temporary workers, vendors, and any employee of an official or government agency located inside the campus) from the total University number of about 56 thousand persons. The area of the UOMMC is estimated at 2 Km 2 .

DATA COLLECTION
The information like maps, pictures, natural and social information that belong to the study area were collected with other general data include campus population, car ownership, land use, and policies. The data collection also includes a review of available data and documents at the relevant university departments as the study required. Field surveys include: parking survey, questionnaire survey, and traffic movements survey are intended to provide all the required information according to the goals of this study.
Also study assembly data about location, accessibility, available facilities, and the requirements of the study area with the present and future land use and property data. Monday, Tuesday, and Wednesday were chosen as typical workdays for conducting these surveys from October 7, 2019, to February 11, 2020( between 7:00 a.m. and 7:00 p.m.).
Study of parking facilities are very complex process as it involves numerous activities depending on execution of each activity in accordance with parking specifications and proper survey [17]. The parking phenomenon is usually based on the law of supply and demand. Parking survey includes parking supply (the number of parking spaces available), demand (the number of parking spaces request during peak periods), others parking characteristics ( location, type, turnover, utilization, duration), and parking problems(congestion, conflicts, enforcement, etc.) in each zone of the study area. A parking survey, comprised of inventory and patrol surveys, was carried out to determine the parking characteristics and parking needs by comparing the parking demand with the parking supply at each zone of the study area. In an inventory survey, information of all parking facilities are collected about the type, capacity, location, operating and physical features, and regulations.
In a patrol survey, parking characteristics (accumulation, duration, turnover, and walking distance) are conducted at each on and off-street parking facilities manually for all vehicles parked in each zone of the main campus hourly using the method of periodic monitoring of the video camera. Video provides a permanent record of the study period that may be used for further review of the study data when needed. A parking area at peak hours acts differently than that on off-peak hours, but evaluation of any parking area should be reactive to how parking spaces operate at different periods, for all users. So, the analysis of a parking area must be seeking to balance the functions and needs across all hours of the workday.
A questionnaire survey was a considerable element of the data collection of this work. The questionnaire forms were distributed at random to the campus community in each zone of the main campus, based on the appropriate sample size of each population group. Sample size must depend upon the errors in the data collection process and in the subsequent trip prediction process, where approximate estimates of travel requirements are necessary. As stated by Traffic Engineering Studies ITE Manual [11], The following equation is used to find the necessary sample size: n = ( S * K/E ) 2 ………………..(1) Where n is the minimum sample size, K is the constant based on the desired confidence level (K= 1.96 for 95% confidences level), S is the estimated sample standard deviation or coefficient of variation (S≈ 10-30 %), and E is the permitted error (in this work E= 1%). For questionnaire survey, the study decided to use S= 20% then n= 1537. Yamane (1967) provides a simplified formula to calculate sample sizes as [18]: n= N/(1+ Ne 2 ) ……………….(2) Where n is the sample size, N is the population size, and e is the level of precision. For campus population N=50000 and e= 2.5% for 95% confidences level, then n= 1550, which adopted by the study.
The questionnaire form was designed with direct and general of eight questions with multi choices and four questions with short answers as shown in Appendix A. These answers according to the campus community groups gave indications and data such as: Parker destination; distribution of arrival trips to the campus in Mosul city; type of parker vehicle and class (having campus permit or badge to enter the campus); mode of travel; daily entering and exiting campus gate; the preferable campus gate for entering and exiting; and parker suggestions and remarks.
The traffic movements survey was made to collect data about the number and movement of vehicles and pedestrians at selected points within the area of each gate at the main campus are conducted for periods of 12 hours ( 7:00 a.m. to 7:00 p.m.) of a normal weekday using digital camera imaging techniques from a vantage point. The number of entering and leaving vehicles and pedestrians to and from the campus at each gate were recorded.

DATA ANALYSIS
Upon completion of the field surveys, the collected data were combined and arranged with the data of the questionnaire survey in order to analyze and classified it and then summarized the results. With notice that 75% of the entering vehicles and pedestrians that affiliates to other universities and not affiliated to the campus community were excluded because they are now temporarily present on campus.

Growth Factor
The estimation of parking demand is a very complex subject because the demand is affected by many variables than simple statistics suggest [11] .The analysis of future parking demand need to the forecasting of the campus population and car ownership for the next 10 years.
As shown in Figure 3, UOMMC consists of around 3800 (8%) faculty members and 4275 (9%) staff, and the total number of undergraduate students is around 39750 (76.5%), while the total number of postgraduate students is around 1250 (2.5%) persons. The average daily number of other users is around 2000 (4%) persons. Table 1 summarizes the existing distribution of UOMMC population groups in each zone. The total predicted number of campus students group was treated as being the basis of the order for the predicted numbers of other campus community groups with following sequent [16]: -Forecast students number as a function of time.
Which represents the policy of the Higher Education Ministry about the annual students admission plan. -Estimate the number of faculty members as a function of students number. -Estimate the number of staff as a function of students and faculty members number. -Estimate the number of others group as a function of students, faculty members, and staff number.
Based on the general policy setup by the University administration, the recent rate of faculty members to the students should be 1:10 for scientific departments and 1:15 for other departments. While the rate of staff number to the faculty members plus student numbers is 1:10.where the number of the other users' group represents the average daily number that be about 4% of total number of students, faculty members, and staff.

Questionnaire Form
The research was able to achieve the appropriate and required sample size of the questionnaire forms that reflects the percentage of each campus population group after the distribution of 5300 forms. These forms ( 60% given to male and 40% to females), distributed as 500, 500, 4000, 100, and 200 forms for faculty members, staff, undergraduate students, postgraduate students, and other users group respectively. The aim of the study is to obtain sample size at least of 1550 complete and correct forms and distributed according to the campus community groups percentages. The total number of returned forms, filled completely and correctly, is 2614 forms. The response of the campus community to fill the forms is about 49.3%, distributed as 63.4% (317 forms), 55.6% (278 forms), 44.8% (1793 forms), 81.0% (81 forms) , and 71.5% (143 forms) for faculty members, staff, undergraduate students, postgraduate students, and other users group respectively. For the results that required achieved the required sample size with normal and real distribution of the campus population, only 1700 forms were selected randomly and used. These selected forms divided as 136, 153, 1300, 34, and 68 forms for faculty members, staff, undergraduate students, postgraduate students, and other users group respectively.

RESULTS AND DISCUSSION
After the analysis of the gathering data the following results were recorded:

Car Ownership
The Traffic Administration Department, which is responsible for managing and controlling traffic inside the campus, grants two types of entry badges for vehicles to campus: First, the yearly badges for private vehicles owned by faculty members, staff, postgraduate students, and employees of an official or government agency located inside the campus. Second, monthly or temporary badges for public transit ( taxi car, minibus, bus) used by the campus community. The university enforces strict rules that prohibit students from entering their cars to the campus; therefore, public transport and walking are considered as their most viable methods of getting to their classrooms.
The car ownership percentage for each faculty member and staff group was calculated as the ratio of the number of the permit vehicles of each group that duly registered with the Followup Department to the total number for each group. While the percentage of car ownership for students and other users groups considered as the average car ownership percentage for Mosul city population according to the same gender and age in 2019. The current number of vehicles having to permit yearly badges for the academic year 2018-2019 was 4369 vehicles for campus community only, distributed as 2218, 1386, 394, and 371 vehicles for faculty members, staff, students, and other users group respectively, While the number of vehicles having to permit temporary badges was 862 vehicles. The percentages of car ownership for the campus community groups during the last 10 years, the current year 2020, and the future year 2030 are given in Figure 4.

Arrival and Enter Trips
With respect to the UOMMC location, the city of Mosul was divided into four zones as shown in Figure 5. The questionnaire survey results show that 11.90%, 37.10%, 29.33%, and 21.67% of total arrival trips to the campus are coming from North Zone, East Zone, South Zone, and West Zone respectively. Based on the questionnaire survey analysis, the total trips arrived at UOMMC are classified as 38.6% arrived as personal auto trips ( 23.45% as motorists and 15.15% as passengers), 59.95% arrived as public transit passengers ( 18.2% as taxi passengers, 23.1% as mini-bus passengers, and 18.65% as bus passengers), and 1.45% arrived walking. While the total trips entering to UOMMC at all gates are classified as 20.45% enter as personal auto trips (10.15% as motorists and 10.0% as passengers), 28.55% enter as public transit passengers ( 8.1% as taxi passengers, 5.35% as mini-bus passengers, and 15.1% as bus passengers), and 51.3% enter walking. Figure 6 illustrated these results. The distribution of arriving and entering travel trips to the UOMMC for the campus population groups according to trip maker gender are present in Tables 2 and 3 respectively. In these tables, the mode of travel is divided as a motorist, passenger ( auto-or transit passenger), and walking. Where the total trips arrived at the campus are distributed as 75.10% for passenger mode, 23.45% for motorist mode, and only 1.45% for walking mode. While, the total trips entering the campus are distributed as 51.3% for walking, 38.55% for passenger mode, and 10.15% for motorist mode.
Generally, the largest percentage of faculty members and staff use their vehicles as a motorist, especially males with more than 64% for faculty and 55% for staff. The dominant mode of travel for the female faculty members and staff is passengers (Auto and transit) with 60.25% and 82.1% respectively. While, walking is the mode most used by students to enter the university by up to 63% ( 83% of total male students and 34% for female students), but the means of the passenger (auto and public transit) is the most hired mode to their trips from the origin point to the campus by more than 79% (66% of total male students and 97.5% for female students).  Parking is an attribute in the trip destination and mode choice decision making process. The considerable variance in the using percentages of the campus community, especially students group, of the different modes of travel for arrival and enter trips shown in Figure 6 or between Tables 2 and 3, were reverts to the policy of the campus administration to prevent the largest number of students and visitors to enter the campus with their vehicles led to either stopping their vehicles outside the campus, along the streets near the campus gates or using public transportation, then entering through the campus gates as pedestrians.

Traffic Movements:
During a typical workday from 7:00 a.m. to 7:00 p.m., the total number of vehicles and pedestrians entering the UOMMC is equal to 8886 vehicles (96.8% passenger cars and 3.2% heavy vehicles) and 22191 persons. The hourly variation of the traffic movements for vehicles and pedestrians are shown in Figures 7 and 8 respectively. The numbers of the vehicles and persons that enter, leave, or still inside the main campus are shown in these two figures. The accumulation number represents the cumulative differences between the entering and exiting numbers of vehicles or pedestrians for each hour.

Parking Results
The following parking results are obtained from the data analysis of the parking and questionnaire surveys:

Parking supply and demand
For the next 10 years, the study adopted the UOMMC policy to permit only personal vehicles owned by faculty members, staff, postgraduate students, and employees of an official or government agency located on the campus to get the permission of entering and parked their vehicles inside the campus.
Total parking supply had been measured in terms of hour many vehicles can be parked during the period of interest within the study area [14]: (3) where P = parking supply, vehicles N = numbers of parking of given type and time restriction T = time that N spaces of given type and time restriction are available during the study period, hours D = average parking duration during the steady period hours / vehicles. F = insufficiency factor to account for turnovervalues range from 0.85 to 0.95 and increase as average duration increase.
The parking supply in each zone was calculated as a summation of the existing total number of legal parking spaces available at surface parking lots and permitted curb parking. The total parking spaces available at the study area were 4181 spaces, classified as 2532 spaces at surface parking lots and 1649 spaces at permitted curb parking as shown in Table 4. Also, the current total of legal parking spaces available at surface parking lots or permitted curb parking is presented in this table. Because of the campaign for the reconstruction and rehabilitation of buildings and damaged areas on the main campus that happen in the time of this study, which led to the transfer of the work of the community of departments, colleges, or offices in these zones to other zones, creating a temporary demand for parking spaces in these zones. Figure 13 represents the total parking load at the main campus from 7:00 a.m. to 7:00 p.m. The normal existing and predicted parking demands in Table 5 were calculated according to the actual normal or predicted location of the departments, colleges, or offices in each zone during the present and future years. The existing and future peak parking demand for each zone excluding the official campus vehicles was determined using the current and predicted number of the permit vehicles according to the current and predicted total number of persons and car ownership of each campus community group in that zone. The calculation was done as follows [16]: The surpluses and deficiencies or needs of parking spaces in each zone were computed throughout the comparison between the peak parking demand and the available supply in that zone. As shown in Table 5, the total current PPD at UOMMC was calculated as 4211 spaces from a TPD of 4955 spaces with a deficiency of 30 spaces, but this value does not mean that there are no parking problems or shortages at all campus locations. The deficiencies of parking spaces in Zone No. 2,9,10, and 12 impose the parkers to park at adjacent zones or parked in an illegal and unsafe manner in these zones. Also, without any additional or new parking spaces, the parking problems and deficiencies will multiply in quantity of each quality. The total future PPD at UOMMC in the year 2030 was estimated as 5548 spaces with a deficiency of 1367 spaces. Increasing parking supply by constructing new parking facilities is an easy solution, if space and budget are both available [11]. A survey of campus gates locations indicate that many students or campus visitors, up to 2000 persons, frequently park their vehicles on-or off streets near to these gates, resulting in traffic and parking problems at these locations.

Parking Duration
The length of time of each vehicle was parked on campus parking spaces was recorded as parking duration. Average parking duration is computed as [14]: D = ∑ (Nx * X * I) / NT ……………. (5) where D = average parking duration, hour/vehicles Nx = number of vehicles parked for x intervals X = number of intervals parked I = length of the observation interval, hours NT = total number of parked vehicles observed The average parking duration for all campus community groups is 4 hours and 9 minutes classified as shown in Table 6. All parked vehicles with duration less than 5 minutes are excluded.

Walking Distance
A good indicator of parker comfort and convenience is the walking distance from where the vehicle is parked to the final destination. The average walking distance of the parkers at each campus zone is ranging from 40 to 105 meters as presented in Table 4. The average walking distance of the total campus parkers was about 70 meters, which can classify the parking condition as a good level of comfort and convenience. According to the analysis of questionnaire forms, More than 85% of total motorists confirmed the satisfaction of their current parking space locations concerning their final destination and walking distance.

Parking Turnover
The evaluation of the efficiency of any parking space may be made by parking turnover value that equal to the total number of parked vehicles divided by total parking supply for specified parking locations and survey duration of 12 hours. The turnover was calculated as follows [14]: TR = NT / Ps * Ts …….……. (6) Where: TR = parking turnover rate, veh/stall/hr NT = total number of parked vehicles observed Ps = total number of legal parking stall Ts = duration of the study period, hours The parking turnover at the campus zones varies between 0.55 to 2.109, while the parking turnover of total parking on campus equal to 1.48, Table 4 summarizes all these results. These results indicated that turnovers are not so high, mainly because about 50 % of total parked vehicles have a parking duration of more than four hours.

CONCLUSIONS AND RECOMMENDATIONS
The growth of campus population, car ownership, and usage increase every year, which has resulted in not only significant traffic problems and congestions but severe parking shortages too. The personal vehicle becomes an important component of a campus transportation system and a preferable mode of travel for the campus community. This because, it offers the best level of comfort and convenience, door-todoor service, and great flexibility in travel planning. Due to the size and distribution of Mosul city areas, with the trip origin and destination points far away from each other, the need to save time used in routine travel to and from UOMMC, and the desire for comfort and avoidance of severe weather conditions, walking as a travel mode is very limited. So that, the authority of UOMMC should encourage the campus community to shift their travel modes from personal vehicles to other types of travel, especially walking. Therefore, a feasible and attractive commuting alternatives are needed to encourage the campus population to walk.
Excluding the locations or zones of parking spaces on campus, the study found a total deficiency of 30 and 1367 spaces to meet the current and future peak parking demand respectively. The highest current parking deficiency of 281 spaces was present in Zone 10 as the most attractive location on campus, this deficiency increased to 364 spaces in the year 2030. The most core campus parking surface lots were effectively full during peak parking demand periods. The existing UOMMC parking ratio was approximately 0.68 spaces per all permitted vehicles and 0.55 spaces per all parked vehicles. If this ratio was maintained, UOMMC would need an additional parking supply of 1500 spaces in 2030. Options might include increasing parking capacity in high-demand areas such as near the Zone 7, 8, 10, 13, or student center, a one-level structure over the current parking lots in these locations are recommended. Moreover, three proper sites of multi-level structures for parking on campus, each with a capacity of not less than 200 spaces, would improve traffic distribution and minimize future parking problems and needs. The main campus doesn't just need to be buildings and structures that keep users comfortable and provide a workspace, also need to think through how these things are connected, and how to use spaces for interactions and movements, which can support increased productivity, creativity, development, and resolution of the traffic and parking problems.

Parking
Therefore, develop strong transit connections among the various locations on campus may be necessary. Adequate transit services on or around campus with convenient facilities at most transit stops, provide access to all places on-campus and, have minimal environmental and visual impacts. Extensive pedestrian network with an enjoyable walking environment connecting to all major campus buildings, campus gates, transit stations, and other popular pedestrian destinations.
The study recommends delegating the authority of the UOMMC to enforce reasonable regulations of traffic, parking facilities, and pedestrian movement zones necessary for the safety, satisfaction, and welfare of the university community.