AC04 PARKING MANAGEMENT<\/h2><\/div><\/p>\nShrinking the number of street parking spaces<\/h4>\n
<\/div><\/div>[\/vc_column_inner][vc_column_inner width=”1\/3″][vc_single_image image=”23880″ img_size=”medium” alignment=”right”][\/vc_column_inner][\/vc_row_inner][vc_empty_space][vc_text_separator title=”” color=”custom” border_width=”4″ accent_color=”#fae699″][vc_column_text]Aim<\/strong><\/p>\nTo reduce the area occupied by standing cars and to recover that space for the street functions: stay, movement and social relations.<\/p>\n
Why?<\/strong><\/p>\nManaging parking in a city means managing the use of the private vehicle and congestion and, consequently, the management of public space. It is the most powerful tool a city has to improve its public space performance.
\nA significant part of the time that we spend in the car is dedicated to find a place to park, which means wasted time and fuel, but also increases traffic agitation and reduces road safety.
\nOn the other hand, in most areas of the city, peak demand occurs only for a few hours a day (or even a week). It is more efficient to reduce peak demand than to increase supply.
\nStudies around the world show that consumers who walk or cycle to shops spend more than those who arrive by car, and that the elimination of street parking increases the sales of street shops.
\nThe demand for parking in areas with free street parking corresponds to the demand at zero price, but parking is never free. We all pay for it, rather than those who use it. This free and open parking encourages excessive use of the car and stops other users from using public space.<\/p>\n
How?<\/strong><\/p>\nParking management must be approached from different scales and scopes, and the solutions in each of them must be different.
\n\u25ba City:
\n\u2022 Hierarchising the streets network.
\n\u2022 Eliminate parking spaces located in the basic network (distributor roads) that affect the operation of other transportation networks. The rest of the spaces must be regulated.<\/p>\n
\u2022 Implement park and ride facilities connected to the bicycle and public transport networks to compensate for the elimination of places on the basic network. Users who leave their car in the park and ride will receive in exchange a 24-hour public transport\/bike pass, renewable for a longer period at a reduced fare. These car parks can be used at origin, in which case they will have no influence on the car park in the city of origin, but will have an influence on traffic in general if they are properly connected to other mobility networks.
\n\u2022 Use the parking fee to manage demand, charging more in the areas with the highest demand, and using that revenue to provide alternatives to the private vehicle.
\n\u2022 Use dynamic pricing, adapting the rate according to the area, time, vehicle size, duration of parking, etc. This must be combined with application-based charging so that the user can know the cost in each situation beforehand.<\/p>\n
\u25ba Neighbourhood or Superblock:
\n\u2022 Eliminate surface parking spaces in the inner streets of superblocks (access streets) that interfere with other mobility networks. The rest of the spaces will be regulated by means of a “residential area” system.
\n\u2022 The elimination of parking spaces within the superblocks may be compensated for by constructing underground car parks.<\/p>\n
\u25ba Building in new developments:
\n\u2022 Taking the legal parking provision requirements as a maximum and not a minimum.
\n\u2022 Include parking for all modes of transport in the spaces required by the legislation in the street, including bicycles and motorcycles.
\n\u2022 Build the car parks separate from the building, in order to even public transport and private vehicles in the first stage on foot.
\n\u2022 Limit to a minimum the entrances and exits of private car parks, forcing shared access between buildings to reduce interference with the pedestrian and cyclist network.
\n\u2022 The accesses to public car parks will always be on the distribution streets or at the supermanzana entrances, never on access roads. In the case of private car parks, the number of accesses from the street must be limited.
\n\u2022 Public car parks should be multistorey or underground, rather than on the street.
\n\u2022 There should be no parking at building entrances to avoid conflicts with pedestrians.<\/p>\n
\u2022 Parkingspaces linked to the dwellings should be sold separately from the dwelling. As a result, buyers could decide whether or not to buy them.<\/p>\n
\u25ba Legal measures:
\n\u2022 Modify the minimum standards for parking spaces in the General Plans, eliminating them if possible. This would force to separate the cost of the parking spaces from the cost of the housings, reducing the demand of those, especially in the street. If this is not possible, establish maximum and not minimum standards.
\n\u2022 Limit the time of use of loading and unloading parking spaces, avoiding them to become industrial car parks.
\n\u2022 Establish a maximum number of parking spaces per zone. If new parking spaces are built outside the carriageway, they must be eliminated in the same number from the carriageway.
\n\u2022 Use the benefits of regulated parking to improve sustainable transport networks or to subsidise their use by certain groups.
\n\u2022 Charge more taxes to companies that offer free parking to their employees.
\n\u2022 Collect taxes on private driveways in relation to the parking spaces they serve.<\/p>\n
\u25ba Technological measures
\n\u2022 Implement a parking search and payment application.
\n\u2022 Manage the reservations of loading and unloading spaces so that delivery vehicles do not have to circulate looking for parking. This type of traffic, one of the most important in the city, and in constant growth, is dealt with in an independent solution in this catalogue.[\/vc_column_text][vc_column_text]Proposal for new developments in Lugo’s SUMP<\/em>[\/vc_column_text][vc_single_image image=”23883″ img_size=”full” add_caption=”yes”][vc_column_text]PARKing Day. Fonte: airbus777 \/ Flickr<\/em>[\/vc_column_text][vc_single_image image=”23884″ img_size=”full” add_caption=”yes”][vc_column_text]Parking lots in Pontevedra. Source: Google<\/em>[\/vc_column_text][vc_single_image image=”23885″ img_size=”full” add_caption=”yes”][\/vc_column][vc_column width=”1\/3″ css=”.vc_custom_1548800623319{background-color: #fdfae4 !important;}”][vc_text_separator title=”City Scale Intervention” color=”custom” style=”dotted” border_width=”2″ accent_color=”#fae699″][vc_single_image image=”23816″ img_size=”full” alignment=”center”][vc_text_separator title=”ISSUES AFFECTED” color=”custom” style=”dotted” border_width=”2″ accent_color=”#fae699″][vc_gallery type=”image_grid” images=”23887,23899,23900,23892,23905,23907,23903,23894,23909,23891,23888,23896″ onclick=”custom_link” img_size=”52×52″][vc_text_separator title=”SUITABLE FOR COMBINING WITH OTHER SOLUTIONS” color=”custom” style=”dotted” border_width=”2″ accent_color=”#fae699″][vc_gallery type=”image_grid” images=”25276,25275,25267,25274″ onclick=”custom_link” img_size=”150×55″ custom_links=”http:\/\/www.lugobiodinamico.eu\/catalogo\/en\/proyectos\/ac01-street-categorization\/,http:\/\/www.lugobiodinamico.eu\/catalogo\/en\/proyectos\/ac02-transit-oriented-development\/,http:\/\/www.lugobiodinamico.eu\/catalogo\/en\/proyectos\/ac10-healthy-streets-within-superblocks\/,http:\/\/www.lugobiodinamico.eu\/catalogo\/en\/proyectos\/ac03-integrated-management-of-public-transport\/”][vc_text_separator title=”MEASURING ELEMENTS” color=”custom” style=”dotted” border_width=”2″ accent_color=”#fae699″][vc_column_text]Indicator<\/strong>
\nMain: C02 reduction by switching from private vehicle to bus trips
\nSecondary: % of trips from PV to bus\/bicycle\/walk<\/p>\nUnit<\/strong>
\ng CO2
\n% of trips from PV to bus\/bicycle\/walk<\/p>\nMinimum Goal<\/strong>
\n50 % of trips from PV to bus\/ bicycle\/walk<\/p>\nDesirable Goal<\/strong>
\n70 % of trips from PV to bus\/ bicycle\/walk<\/p>\nMeasure method \/ Formula<\/strong>
\nAnual Mobility Survey
\n\u2206g CO2=A x [B \u2013 C] x D<\/p>\nA: % of trips from PV to bus\/bicycle\/walk
\nB: PV CO2 Emission Factor (g CO2\/km)
\nC: Sustainable mode CO2 Emission Factor (g CO2\/km)
\nD: Total km travelled
\nThe formula may vary depending on available data.[\/vc_column_text][vc_text_separator title=”PLANNING LEVEL” color=”custom” style=”dotted” border_width=”2″ accent_color=”#fae699″][vc_column_text]General Planning
\nDevelopment Planning
\nUrbanization Detailed Design
\nConstruction Detailed Design[\/vc_column_text][vc_text_separator title=”PEOPLE INVOLVED” color=”custom” style=”dotted” border_width=”2″ accent_color=”#fae699″][vc_column_text]Local Officials
\nPlanning and design team
\nReal estate developers
\nNeighbourhood communities[\/vc_column_text][vc_text_separator title=”POSIBLE ACTIONS DEVELOPED BY THE ADMINISTRATION:” color=”custom” style=”dotted” border_width=”2″ accent_color=”#fae699″][vc_column_text]\u2219 Reduce parking space in official buildings
\n\u2219 Increase enforcement against illegal parking
\n\u2219 Promote PARK(ing) Day like events[\/vc_column_text][vc_text_separator title=”WHAT SHOULD BE CONSIDERED FOR ITS IMPLEMENTATION?” color=”custom” style=”dotted” border_width=”2″ accent_color=”#fae699″][vc_column_text]\u2219 The management of the parking offer is one of the most unpopular measures in this catalogue
\n\u2219 Thorough Studies and persuasive arguments will be needed to convince users and traders
\n\u2219 At the same time as the provision of parking is reduced, it is necessary to increase the supply of sustainable modes of transport[\/vc_column_text][vc_text_separator title=”EXAMPLES” color=”custom” style=”dotted” border_width=”2″ accent_color=”#fae699″][vc_column_text]Parking Management in Graz\u00a0<\/a>![\"\"](\"http:\/\/www.lugobiodinamico.eu\/catalogo\/wp-content\/uploads\/2019\/02\/Enlace-web-150x150.png\")
<\/a><\/p>\n
Shrinking the number of street parking spaces<\/h4>\n
<\/div><\/div>[\/vc_column_inner][vc_column_inner width=”1\/3″][vc_single_image image=”23880″ img_size=”medium” alignment=”right”][\/vc_column_inner][\/vc_row_inner][vc_empty_space][vc_text_separator title=”” color=”custom” border_width=”4″ accent_color=”#fae699″][vc_column_text]Aim<\/strong><\/p>\n To reduce the area occupied by standing cars and to recover that space for the street functions: stay, movement and social relations.<\/p>\n Why?<\/strong><\/p>\n Managing parking in a city means managing the use of the private vehicle and congestion and, consequently, the management of public space. It is the most powerful tool a city has to improve its public space performance. How?<\/strong><\/p>\n Parking management must be approached from different scales and scopes, and the solutions in each of them must be different. \u2022 Implement park and ride facilities connected to the bicycle and public transport networks to compensate for the elimination of places on the basic network. Users who leave their car in the park and ride will receive in exchange a 24-hour public transport\/bike pass, renewable for a longer period at a reduced fare. These car parks can be used at origin, in which case they will have no influence on the car park in the city of origin, but will have an influence on traffic in general if they are properly connected to other mobility networks. \u25ba Neighbourhood or Superblock: \u25ba Building in new developments: \u2022 Parkingspaces linked to the dwellings should be sold separately from the dwelling. As a result, buyers could decide whether or not to buy them.<\/p>\n \u25ba Legal measures: \u25ba Technological measures Unit<\/strong> Minimum Goal<\/strong> Desirable Goal<\/strong> Measure method \/ Formula<\/strong> A: % of trips from PV to bus\/bicycle\/walk
\nA significant part of the time that we spend in the car is dedicated to find a place to park, which means wasted time and fuel, but also increases traffic agitation and reduces road safety.
\nOn the other hand, in most areas of the city, peak demand occurs only for a few hours a day (or even a week). It is more efficient to reduce peak demand than to increase supply.
\nStudies around the world show that consumers who walk or cycle to shops spend more than those who arrive by car, and that the elimination of street parking increases the sales of street shops.
\nThe demand for parking in areas with free street parking corresponds to the demand at zero price, but parking is never free. We all pay for it, rather than those who use it. This free and open parking encourages excessive use of the car and stops other users from using public space.<\/p>\n
\n\u25ba City:
\n\u2022 Hierarchising the streets network.
\n\u2022 Eliminate parking spaces located in the basic network (distributor roads) that affect the operation of other transportation networks. The rest of the spaces must be regulated.<\/p>\n
\n\u2022 Use the parking fee to manage demand, charging more in the areas with the highest demand, and using that revenue to provide alternatives to the private vehicle.
\n\u2022 Use dynamic pricing, adapting the rate according to the area, time, vehicle size, duration of parking, etc. This must be combined with application-based charging so that the user can know the cost in each situation beforehand.<\/p>\n
\n\u2022 Eliminate surface parking spaces in the inner streets of superblocks (access streets) that interfere with other mobility networks. The rest of the spaces will be regulated by means of a “residential area” system.
\n\u2022 The elimination of parking spaces within the superblocks may be compensated for by constructing underground car parks.<\/p>\n
\n\u2022 Taking the legal parking provision requirements as a maximum and not a minimum.
\n\u2022 Include parking for all modes of transport in the spaces required by the legislation in the street, including bicycles and motorcycles.
\n\u2022 Build the car parks separate from the building, in order to even public transport and private vehicles in the first stage on foot.
\n\u2022 Limit to a minimum the entrances and exits of private car parks, forcing shared access between buildings to reduce interference with the pedestrian and cyclist network.
\n\u2022 The accesses to public car parks will always be on the distribution streets or at the supermanzana entrances, never on access roads. In the case of private car parks, the number of accesses from the street must be limited.
\n\u2022 Public car parks should be multistorey or underground, rather than on the street.
\n\u2022 There should be no parking at building entrances to avoid conflicts with pedestrians.<\/p>\n
\n\u2022 Modify the minimum standards for parking spaces in the General Plans, eliminating them if possible. This would force to separate the cost of the parking spaces from the cost of the housings, reducing the demand of those, especially in the street. If this is not possible, establish maximum and not minimum standards.
\n\u2022 Limit the time of use of loading and unloading parking spaces, avoiding them to become industrial car parks.
\n\u2022 Establish a maximum number of parking spaces per zone. If new parking spaces are built outside the carriageway, they must be eliminated in the same number from the carriageway.
\n\u2022 Use the benefits of regulated parking to improve sustainable transport networks or to subsidise their use by certain groups.
\n\u2022 Charge more taxes to companies that offer free parking to their employees.
\n\u2022 Collect taxes on private driveways in relation to the parking spaces they serve.<\/p>\n
\n\u2022 Implement a parking search and payment application.
\n\u2022 Manage the reservations of loading and unloading spaces so that delivery vehicles do not have to circulate looking for parking. This type of traffic, one of the most important in the city, and in constant growth, is dealt with in an independent solution in this catalogue.[\/vc_column_text][vc_column_text]Proposal for new developments in Lugo’s SUMP<\/em>[\/vc_column_text][vc_single_image image=”23883″ img_size=”full” add_caption=”yes”][vc_column_text]PARKing Day. Fonte: airbus777 \/ Flickr<\/em>[\/vc_column_text][vc_single_image image=”23884″ img_size=”full” add_caption=”yes”][vc_column_text]Parking lots in Pontevedra. Source: Google<\/em>[\/vc_column_text][vc_single_image image=”23885″ img_size=”full” add_caption=”yes”][\/vc_column][vc_column width=”1\/3″ css=”.vc_custom_1548800623319{background-color: #fdfae4 !important;}”][vc_text_separator title=”City Scale Intervention” color=”custom” style=”dotted” border_width=”2″ accent_color=”#fae699″][vc_single_image image=”23816″ img_size=”full” alignment=”center”][vc_text_separator title=”ISSUES AFFECTED” color=”custom” style=”dotted” border_width=”2″ accent_color=”#fae699″][vc_gallery type=”image_grid” images=”23887,23899,23900,23892,23905,23907,23903,23894,23909,23891,23888,23896″ onclick=”custom_link” img_size=”52×52″][vc_text_separator title=”SUITABLE FOR COMBINING WITH OTHER SOLUTIONS” color=”custom” style=”dotted” border_width=”2″ accent_color=”#fae699″][vc_gallery type=”image_grid” images=”25276,25275,25267,25274″ onclick=”custom_link” img_size=”150×55″ custom_links=”http:\/\/www.lugobiodinamico.eu\/catalogo\/en\/proyectos\/ac01-street-categorization\/,http:\/\/www.lugobiodinamico.eu\/catalogo\/en\/proyectos\/ac02-transit-oriented-development\/,http:\/\/www.lugobiodinamico.eu\/catalogo\/en\/proyectos\/ac10-healthy-streets-within-superblocks\/,http:\/\/www.lugobiodinamico.eu\/catalogo\/en\/proyectos\/ac03-integrated-management-of-public-transport\/”][vc_text_separator title=”MEASURING ELEMENTS” color=”custom” style=”dotted” border_width=”2″ accent_color=”#fae699″][vc_column_text]Indicator<\/strong>
\nMain: C02 reduction by switching from private vehicle to bus trips
\nSecondary: % of trips from PV to bus\/bicycle\/walk<\/p>\n
\ng CO2
\n% of trips from PV to bus\/bicycle\/walk<\/p>\n
\n50 % of trips from PV to bus\/ bicycle\/walk<\/p>\n
\n70 % of trips from PV to bus\/ bicycle\/walk<\/p>\n
\nAnual Mobility Survey
\n\u2206g CO2=A x [B \u2013 C] x D<\/p>\n
\nB: PV CO2 Emission Factor (g CO2\/km)
\nC: Sustainable mode CO2 Emission Factor (g CO2\/km)
\nD: Total km travelled
\nThe formula may vary depending on available data.[\/vc_column_text][vc_text_separator title=”PLANNING LEVEL” color=”custom” style=”dotted” border_width=”2″ accent_color=”#fae699″][vc_column_text]General Planning
\nDevelopment Planning
\nUrbanization Detailed Design
\nConstruction Detailed Design[\/vc_column_text][vc_text_separator title=”PEOPLE INVOLVED” color=”custom” style=”dotted” border_width=”2″ accent_color=”#fae699″][vc_column_text]Local Officials
\nPlanning and design team
\nReal estate developers
\nNeighbourhood communities[\/vc_column_text][vc_text_separator title=”POSIBLE ACTIONS DEVELOPED BY THE ADMINISTRATION:” color=”custom” style=”dotted” border_width=”2″ accent_color=”#fae699″][vc_column_text]\u2219 Reduce parking space in official buildings
\n\u2219 Increase enforcement against illegal parking
\n\u2219 Promote PARK(ing) Day like events[\/vc_column_text][vc_text_separator title=”WHAT SHOULD BE CONSIDERED FOR ITS IMPLEMENTATION?” color=”custom” style=”dotted” border_width=”2″ accent_color=”#fae699″][vc_column_text]\u2219 The management of the parking offer is one of the most unpopular measures in this catalogue
\n\u2219 Thorough Studies and persuasive arguments will be needed to convince users and traders
\n\u2219 At the same time as the provision of parking is reduced, it is necessary to increase the supply of sustainable modes of transport[\/vc_column_text][vc_text_separator title=”EXAMPLES” color=”custom” style=”dotted” border_width=”2″ accent_color=”#fae699″][vc_column_text]Parking Management in Graz\u00a0<\/a><\/a><\/p>\n
![\"\"](\"http:\/\/www.lugobiodinamico.eu\/catalogo\/wp-content\/uploads\/2019\/02\/Enlace-web-300x300.png\")
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