Manual de Implementación de Estacionamiento Medido - San Francisco (CA, USA) SFPark

8/2/2019 Manual de Implementacin de Estacionamiento Medido - San Francisco (CA, USA) SFPark

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SFpark:Putting Theory Into Practice

Post-launch implementation summary and lessons learned

August 2


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SFpark: Ptting Theo

SFpark: Ptting Theor Into PracticePost-launch implementation summary and lessons learned


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gements SF park: Ptting Theo

OKCANCEL

01:5 0

INSERT COINSORCA RD TO START

T IM E -+

Hello,Meter.Acnowledgementshan o

FMTA

unching the SFpark pilot project depended on the

dication o a multidisciplinary team within the San

ancisco Municipal Transportation Agency (SFMTA).

roject partners

e SFMTA has worked closely with various partners to

liver the SFpark pilot project. Below is a summary o

ese companies, organizations, and individuals.

rganizational partners

e SFpark projects would not have been possible without

e generous nancial support o the United States

partment o Transportation (USDOT) and Federal

ghway Administration as part o the Urban Partnership

ogram.

Fparkacademic advisory team

e ollowing people ormed the academic advisory team

the project that oered early guidance and support or

e design o this demonstration and how it could oer the

ost valuable data possible or evaluation.

Donald Shop, University o Caliornia, Los Angeles

Robert Hampshire, Carnegie Mellon University

Adam Millard-Ball, Stanord University

Rachel Weinberger, University o Pennsylvania

e academic work and writing o Dr. Shoup requires

ecial acknowledgement as it provided the intellectual

undations o the approach to parking management used

the SFpark project.

Program partners

The ollowing companies were major partners with the

SFpark project.

Serco Inc. Serco acted as the prime contractor that led

procurements and administered subcontracts.

Oracle. The SFpark project utilized Oracle data

warehouse and business intelligence sotware and a

development team rom Oracle Consulting Services.

Aliated Compter Soltions (ACS). ACS was a

subcontractor to Serco or parking sensors and a lsoworked, under an existing SFMTA contract, on updating

the handheld devices used by Parking Control Ocers.

StreetSmart Technolog, LLC. StreetSmart provided

parking sensors in partnership with ACS.

IPS Grop, Inc. IPS provided single-space parking

meters.

Dncan Soltions. Duncan provided multi-space

parking meters.

Words Pictres Ideas. WPI, with vs.Goliath as a partner,

provided communications strategy, marketing, and

design.

Program contributors

The ollowing companies made important contributions to

the SFpark pilot project.

DataPar. Parking garage revenue control system

programming and price changes

Ewald & Wasserman Research Consltants. Data

collection

Mobile Commons. Text messaging service and

integration

Nelson\Ngaard Conslting Associates. Data collection,evaluation, and policy analysis

OpenGeo. Mapping technical support and development

Phoenix Electric Compan. Roadway sensors installation

and maintenance

Pictoorm. Parking garage signage

Senss Networs. Roadway sensors

Verrs. Service provider or payment by cell phone


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SF park: Ptting Theo

5. Paring technologMeters and meter management systems 76

Technology overview 76

Contracting or meters: lessons learned 77

Other meter documents 80

Garage occupancy and payment data tools 81


Parking sensors

84


Technological opportunities and limitations 86

Parking sensor perormance standards and

measurements 86

Contracting or sensors: lessons learned 87

Roadway sensors 87

Real-time data acquisition, data warehousing,

and business intelligence tool 88


Business intelligence tool automated report

example 89

Data ow diagram 90

Parking availability data eed/API documentation 91

Parking availability applications code 91

Web application 92

Mobile applications 94

Text message 96

Parking guidance 98

Variable message signs 98

Wayfnding signs 98

6. CommnicationsCommunicating SFpark

Framing and messaging

Branding and design

Outreach

Steps taken

Press relations

SFparkmedia activities

Advertising

Signage and decals

Web, social media, and apps

ContentsWhats inside

Introdction & overview

. Paring management policEnabling policy 20

Enabling legislation 20

On-street pricing 23

On-street pricing 23

Using payment data to iner parking occupancy

29

Special event 31

Motorcycle 31

Tour bus 31

Time limits 32

Expanded meter time limits 32

Broken meter time limits 32

Meter hours o operation 34

Extended parking meter hours study 34

City and SFMTA employee parking 36

City employee parking proposal 36

SFMTA employee parking management 38

O-street pricing 42

Parking garages 42

O-street metered lots 50

3.Administration &contract managementImplementation approach 54

SFparkcontracting approach 54

Project stafng 56

Roles and responsibilities 56

Contracts 57

Contract management considerations

57

4. Data collection & evalationSupply data: parking census 62

Reasons to collect a parking census 62

Parking census summary: publicly available

parking in San Francisco 64

Data collection plan 66

Data collection 66

SFparkstudy design 67

Evaluation plan 68

USDOT evaluation 68

SFMTA evaluation: project goals and

evaluation plan 69


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ntrodction & overview SF park: Ptting Theo

1.

INTRODuCTION &

OVERVIEWMan cities have expressed an interest in learning more

abot SFpark. This boo is an attempt to provide an initial

gide as other cities consider similar paring initiatives.


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Introdction & overview SF park: Ptting Theor

were the same all day, every day, regardless o demand.

Meter rates were usually set lower than the rates at

municipal garages, which gave drivers nancial incentive

to circle to nd on-street parking.

The historical approach to parking management has

been reasonably eective but is not convenient or drivers,

nor does it explicitly manage towards creating parking

availability. This sometimes results in issues or the overall

transportation system. For example, when parking is

hard to nd, people either double-park or circle the block

looking or parking. Circling drivers are di stracted drivers

who make lots o right and let turns trying to nd a place

to park, causing saety issues or other drivers, cyclists,

and pedestrians. Circling also wastes time and uel.

Consequently, everyone experiences the burden o

unnecessary greenhouse gas emissions and less sae,

more congested roads. Store owners are oten unhappy

because it can be dicult or their driving customers tond a place to park. Muni must navigate its way around

double-parked cars or drivers waiting to make right or let

turns, which slows transit and makes the

less reliable.

Project goals and benefts

Simply stated, the primary goal o SFpark

it easy to nd a parking space. In other wo

aims to manage demand or existing park

availability targets so that drivers, when t

drive, rarely circle to nd parking or doub

extent the right level o parking availabili

everyone benets. The principle elements

SFpark include:

Demand-responsive pricing to mae it ea

paring space. SFpark uses gradual an

(i.e., no more oten than every thirty d

responsive rate adjustments to nd thpossible to achieve availability targets

increases rates when parking is hard t

them when demand is low.

San Francisco Maor Lapham operating the rst paring meter installed in San Francisco in 1947

SAN FRANCISCO HISTORy CENTER, SA

ntrodction & overviewshort overview o the project

his chapter provides an overview o the goals, context, scope,

chedle, and contents o the SFparkpilot project as well as its

elevance and lessons to date or other cities.

oal o the book

a ederally-unded demonstration, the SFMTAll pur poseully and openly share inormation about

plementing the SFpark pilot project that other cities

ght nd useul as they consider how to manage

rking. This book summarizes SFpark pilot project

cuments and lessons learned during project planning

d implementation. It was written in August 2011,

mediately ater the rst demand-responsive rate

ustment.

In 2012, the SFMTA plans to produce an expanded

rsion o this document that includes a summary o the

ot project evaluation. I additional unding is identied,

e SFMTA will produce a comprehensive guide, in

rticular or the technical aspects o the project, to make

easier or other cities to understand and improve upon

hat has happened in San Francisco.

roject context

e SFpark pilot project was implemented within San

anciscos unique context. The SFMTA is the agency

San Francisco that plans, manages, and operates the

ys transportation system, including local public transit

uni), walking, biking, roads, on-street parking, parking

enorcement, and a signicant portion o the citys o-

street parking supply (see SFMTA.com to learn more).

In San Francisco, the SFMTA sets parking rates or on-street meters and or the 20 garages and 21 lots managed

by the SFMTA. In November 2008, the SFMTA Board o

Directors approved the legislation that enabled the SFpark

pilot project. It dened the SFpark pilot areas and policies,

and empowered the SFMTA Director o Transportation

to set rateswithin ranges determined by the SFMTA

Boardor on-street metered and SFMTA-managed lots

and garages in SFpark pilot areas.

For the SFpark pilot project, the SFMTA has also

worked closely with the Port o San Francisco, which has

jurisdictionthrough state legislationor the over 1,000

metered on-street spaces along the citys waterront. The

Port has contracted the SFMTA to operate, maintain,

and enorce its parking operation and has adopted the

SFpark enabling legislative language to dene its parking

management policies.

Prior to the SFpark pilot project, the San Francisco

Board o Supervisors managed paid parking much like it

is managed in most other North American cities. Parking

rates and nes were used to achieve turnover goals

through short time limits as well as, oten, to increase

revenues to balance budgets. Rate setting was not tied to

transportation policy goals, and rates at on-street meters
http://www.sfmta.com/http://www.sfmta.com/


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Introdction & overview SF park: Ptting TheorSFparklegall dened pilot and control areas

BAY

CASTRO

STANYAN

ARGUELLO

DOLORES

LOMBARD

GEARY

OAKFELL

MARKE

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TOWNSEN

D

16TH

FIFTH

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PARK

P R

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OCTAVIA

CALIFORNIA

MASONI C

LINCOLN

VANNESS

DIVISADERO

BROADWAY

COLUMBU

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POWELL

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ECOND

MARK

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CASTRO

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PORT

OLA

TARAVAL

THIRD

CESAR CHAVEZ

24TH

Fillmore

Downtown

Mission

Inner Richmond Civic

Center

Union Street

South

Embarcadero

MarinaFisherman's

Wharf

West

Portal

Pilot area

Control area

SFparkpilot and control areasEasier pament methods. New parking meters accept

coin, credit card, parking smart card, and cell phone

payments.

Longer time limits. Time limits in SFpark pilot

areas were extended to our hours and in some

areas eliminated altogether. This shits rom using

inconvenient time li mits to achieve turnover to

emphasizing smart rates as the primary tool or

creating parking availability, which is the ultimate goal

o turnover.

Fewer paring ticets. By making it easy to pay and

extending parking time limits, it is easy or drivers to

avoid parking tickets. SFpark will increase meter revenue

by making it easy to pay or parking, which is expected

to compensate or reduced parking citation revenue.

Better paring inormation. SFpark helps drivers nd

spaces with a combination o real-time and static

inormation. Parking waynding signage directsdrivers to lots and garages; variable message signs and

text messages show which garages have availability;

mobile web apps and the regions 511 system show on-

and o-street parking availability; and an open data

eed enables others to display the data as well.

Redced congestion and improve trac fow. More

parking availability means that drivers should spend

less time circling to nd parking. Less circling will

reduce congestion and greenhouse gas emissions and

improve quality o lie.

Improved Mni speed and reliabilit. Less circling and

double-parking should help Muni become aster and

more reliable, especially on busy commercial corridors.

Redced illegal paring. More parking availability means

that ewer drivers should be tempted to double-park or

park illegally in bus zones, on sidewalks, or in ront o

re hydrants or driveways.

Improved saet or all road sers. The right level o

parking availability reduces double-parking and

circling, both o which present hazards or pedestrians,

bicyclists, and other drivers.

Better air qalit. Approximately hal o San Franciscos

greenhouse gas emissions are transportation-related.

Less congestion and circling, as well as helping Muni

to become a more ecient, should reduce greenhouse

gas emissions and other pollutants. Increasing San Franciscos economic vitalit and

competitiveness. Improving access to commercial areas,

whether by oot, bicycle, transit, or car (by making it

easier to park), should oster economic activity in San

Franciscos downtown and neighborhood commercial

districts. This will help to change local and regional

perceptions about parking in San Francisco and

improve San Franciscos economic competitiveness.

chedule

2009 2010 2011 2012 2013

Planning and

development

Meter and sensor

installation

Real-time parking

data in pilot areas

Demand-responsivepricing in pilot areas

Evaluation

and citywidelaunch

BUILD PILOT EXPAND


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Institutional

SFMTAs role. The act that the SFMTA manages on-

street parking, the citys parking garages and lots, and

parking enorcement allowed the SFMTA to ocus more

resources on project delivery instead o interagency

coordination and communication. In some cities,

various parking unctions are managed by separate

agencies, which may pose signicant challenges.

Internal consenss and cltral change. Even with the

SFMTAs advantageous organizational authority and

oversight, building internal consensus and cooperation

or SFparks signicant policy, organizational, and tech-

nological changes required signicant time and eort.

The SFMTA Meter Shop was critical. SFpark was only

possible because o the Meter Shops strong support

o the program. One oundation or the SFpark pilot

project was the Meter Shops existing meter data

and conguration management system. Without it,the SFpark project team likely would have had to

undertake that separate, and sizeable, development

eort. The existing system also meant that the Meter

Shop was already accustomed to using inormation

systems to manage meters and could help guide the

SFpark development team.

Communications

Paring management as powerl tool. With the

SFpark pilot project, the SFMTA has shited towards

recognizing parking management as a powerul tool

or achieving transportation goals. Being able to

communicate that promise with our customers and

stakeholders, and then ollowing through by lowering

parking rates where merited, was important. These

actions help to establish more trust and credibility

in SFMTA parking management. Many people have

been skeptical o the SFMTAs goals or parking

management and ear that SFpark is simply a way to

raise parking rates.

Destination o revene. In San Francisco, revenue rom

parking meters, citations, and garages is returned

to the SFMTA to support transit services. It wasimportant to have a clear explanation o how parking

revenue rom SFpark (or SFMTA parking management)

is used, and relating parking management revenues to

unding transit and the overall transportation system is

typically well-received.

Eective commnications. Having a skil

communications and design team that

about the project was part o the succ

the project.

Condcting extensive otreach. Outrea

hundreds o one-on-one meetings with

leaders rom the start o the project, w

the projects reception. Through this o

leaders in the community came to und

project and were then able to explain

or SFpark to constituents who trust t

Project outreach to customers, stakeh

within the SFMTA required a l arge am

passion, and advocacy.

Transparenc. It has helped to be open

SFparks goals, policies, and methods

when prices are adjusted, it is clear wh

are made to raise rates, lower them, orsame.

Contracting and administration

Procrement approach. It was importan

a fexible contracting and procuremen

so that we could move quickly in an un

environment.

uncertaint and discover. Because o t

degree o uncertainty and immaturity

a signicant amount o discovery was

the development o the backend SFpa

collaborative and interactive Agile me

than the more traditional process-base

to project management was more appr

project plan had to be continuously ad

uncertainty was also introduced by di

considerations.

Permitting and reglations. Permitting a

(e.g., poles, street installation, power,

contract negotiations or new technolo

more time than expected.

Procrement logistics. The logistics o p

much new equipment itsel presentedchallenges, and required resources, su

and staging areas, people to receive an

goods, accounting, and so on.

cope

80 percent ederally unded by the USDOT Urban

Partnership Program (a competitive grant process)

8 pilot areas with new policies, technology, and

signicant data collection

3 control areas with no new policies or technology but

signicant data collection

7,000 metered spaces, or 25 percent o the citys total

12,250 o-street spaces, or 75 percent o o-street

spaces managed by the SFMTA

elevance or other cities

ies around the world are interested in the common

d urgent goals o reducing trac congestion and

nsportation-related greenhouse gas emissions.

SFpark is the rst demonstration o a parking-basedproach to congestion management. Parking availability

d price are two o the most important actors when

ople chose whether or not to make a trip by car. The

mbination o time-o-day demand-responsive pricing

d o-peak discounts at garages is expected to reduce

cling and double-parking, as well as infuence when and

w people choose to travel.

To the extent that SFpark successully manages

rking demand to achieve broader goals, it is relevant

other cities because it is easily replicable. Every major

y already has parking management inrastructure (e.g.,

rking meters and garages) and people are accustomed

paying or parking. While parking-based strategies

mplement other congestion management strategies

themselves, they oer a promising approach because

ey are relatively low cost, do not present privacy issues,

d require only local approvals in most cases (rather

an state approvals, which can be the case or some

proaches such as congestion pricing).

The SFpark pilot project is also relevant or other cities

cause it will:

Demonstrate how parking policy and technology maybe used as tools to achieve transportation goals rather

than strictly as a source o revenue.

Cultivate new parking technologies and the market or

them.

Showcase how powerul data management tools can be

applied in the public sector.

Lessons learned to date

This book was produced in August 2011 in the midst o

the rst demand-responsive rate change or both on- and

o-street parking. This period represents the nal stage o

the launch o the SFpark pilot project, which was initiated

in April 2011 with the lengthening o time li mits and the

release o real-time parking availability inormation.

The ollowing observations and overall lessons learned

are, thereore, only those gathered during pilot project

planning and implementation. At the end o the pilot

project, the lessons rom the operation, evolution, and

evaluation o the project should expand this section.

Project planning

Scope o wor. It is easy to underestimate the scope,

magnitude, and technological sophistication necessary

to oer real-time parking data and provide demand-responsive pricing.

Exective leadership. Many challenges accompanied

planning and implementing a ground-breaking project

with complex technology, signicant policy changes,

and a large amount o discovery and uncertainty. The

support o a dedicated executive at the agency was

critical, as was having appropriate nancial resources.

understanding the paring sppl. For reasons explained

in Chapter 4, understanding the existing parking

supply was a critical rst step in the planning and

implementation o the SFpark pilot project and will be

just as important or its evaluation.

Strong and coherent intellectal ondations. This

parking management approach was based on the

pioneering academic work o Proessor Donald Shoup

rom UCLA. Those oundations made it easier to

develop policies, goals, and tools that were easily

communicated and understood by our customers.

Striing the right balance between complexit and

simplicit. We have had to balance the potential

complexity o managing parking eectively with

the need to have something simple enough to be

communicated clearly and quickly to customers. Wehad to strike a similar technological balance between

what is desirable and what is easible.

Emphasizing data collection and project evalation. We

have been able to commit to stakeholders that we

are gathering the data that is necessary to rigorously

evaluate this project. This improved the projects

credibility.


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Implementation and operation

Enorcement. Parking policies require eective

enorcement. Without it, the benet o any policy

changes is likely to be low.

urgenc. Federal project deadlines created an urgency

that is uncommon in public projects and gave us

aggressive goals to work towards.

Cstom technolog. The technology used in SFpark

is not plug and play. Implementing SFpark required

a lot o hand coding or dierent technologies to

work together. As this eld and market matures, this

problem will likely diminish, but or now this will

remain an issue or any city.

Organizational changes and challenges. Creating the

SFpark data management system and then preparing

to run a real-time inormation service required several

signicant changes within SFMTA as an organization.

From a technical perspective, it has challenged the

SFMTA to determine the best ways to

and maintain that system with the rig

required or providing a h igh-availabi

Most technolog sed did not meet or i

In particular, the accuracy and reliabi

sensors is not perect, which limits th

o what can be done with that data. Ho

unlikely that a city with a high and/or

degree o non-payment can do deman

pricing or oer real-time parking avail

without parking sensors.

Paring sensor data is new, sbtle, and c

the next several years parking manage

establishing new ways to understand a

Prsing SFparkon a pilot basis was a s

To have attempted this change all at o

would have had an u nacceptably high

Doble-paring clogs the streets and slows Mni


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2: Paring management polic SF park: Ptting Theor

2.

PARkING

MANAGEMENTPOLICy

This chapter smmarizes the polic that enabled SFpark,

the detailed policies or setting rates, and other related

policies. A tre version o this docment will smmarize

policies or related areas o paring management, sch as

residential, disabled paring, and commercial loading.


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rates within SFparkParing Pilot Project Areas and Paring Pilot ProjectSpecial Event Areas or the approximate 18 month dration o the SFparkparing pilot projects; and, be it rther

RESOLVED, That paring within the areas specied in Attachment A,incorporated b reerence into this resoltion, are designated as SFpark

Paring Pilot Project Areas; and, be it rther

RESOLVED, That paring within the areas specied in Attachment B,

incorporated b reerence into this resoltion, are designated as SFparkParing Pilot Project Special Event Areas; and, be it rther

RESOLVED, That the San Francisco Mnicipal Transportation Agenc

Board o Directors athorizes the Exective Director/CEO to adjstparing rates within SFparkParing Pilot Project Areas as oten as ever

30 calendar das2 or the dration o the SFparkparing pilot projects;and, be it rther


Board o Directors athorizes the Exective Director/CEO to adjstmetered paring rates within SFparkParing Pilot Project Areas in

increments o no more than $0.50 per hor and in increments o no morethan $0.50 per hor or paring garages and lots; and, be it rther3


Board o Directors athorizes the Exective Director/CEO to varmetered paring rates within SFparkParing Pilot Project Areas in as

small increments as the bloc level (i.e., two opposing bloc-aces orboth sides o one street between two cross streets); and, be it rther

RESOLVED, That the rate strctre or all paring meters, paring

garages, and paring lots in SFparkParing Pilot Project Areas ma beeither fat rates (same price per hor all da), or ma be based on time

o da (variable price b time o da), length o sta (variable price bhow long a vehicle has been pared), or a combination o those pricingstrctres 4; and, be it rther

RESOLVED, That the rates or paring meters and metered lots in theSFparkParing Pilot Project Areas, inclding all tpes and inds oparing, inclding bt not limited to atomobile, commercial loading, and

motorccle, paring meters, shall be between $0.25 per hor and $6.00per hor; and, be it rther

RESOLVED, That the horl rates or paring garages in the SFparkParing Pilot Project Areas shall be between $1.00 per hor and $10.00per hor; and, be it rther

RESOLVED, That or on-street paring rates in the SFparkParing PilotProject Special Event Area shall be between $0.25 per hor and $18.00

per hor dring or p to or hors beore special events; and, be itrther5

2 A minor renement will be to reduce this to at least every 28 days to enable

monthly changes.

3 The Executive Director/CEO is able to assign this ability to a sta-leveldesignee. The intent is to make the setting o parking rates into a more

technical data-driven process guided by rules and policies set by the SFMTABoard.

4 As seen in the more detailed pricing policy documents, the pilot projectis using time o day pricing. The rationale is that time o day pricing moreeectively infuences when people drive, and thereore congestion. More

complex pricing structures were considered, but were not adopted becauseo the necessity to readily communicate (and understand) them at the meter orgarage.

5 City law requires that upper and lower bounds be set. For on-street parking,$6.00/hr was set as the theoretical maximum that could be reached duringthe pilot projects, however unlikely or rare that might be. For garage parking,

$10.00/hr was set $3.00 higher than the highest hourly rate at that time.

RESOLVED, That the Exective Director/CEO is athorithose drivers who pa an horl rate or at least three hogarages in SFparkParing Pilot Project Areas a disco

$0.50 and $2.50 or entering garages dring o-pea tiavailabilit and congestion targets) and/or a discont o

and $2.50 or exiting garages dring o-pea times, wireqired to provide this discont or those drivers who pmonthl, or other xed time period or special rate strct

rther

RESOLVED, That or paring garages in SFparkParing

Areas, dring the SFparkparing pilot period the Execis athorized to speci the times when earl bird parappl, so long as those times are restricted to those driv

a garage between 5:00 AM and 10:00 AM and exit the 3:00 PM and 8:00 PM; and, be it rther6

RESOLVED, That or paring garages in SFparkParingAreas, dring the SFparkparing pilot period the Execis athorized to adjst the cost o all tpes o dail, mon

and all other non-horl paring rates in garages in SFp

areas b p to 50 percent compared to those rates as o2008; and, be it rther7

RESOLVED, That an paring price or rate changes orgarages, and lots that are within the ranges specied in

mst be posted on the SFMTA website no less than sevin advance o the price change; and be it rther

RESOLVED, That an paring price or rate changes or

in paring garages that are within the ranges specied mst be posted on the SFMTA website and at the spec

where price is changed no later than 30 calendar das commencement o the revised pricing; and, be it rthe

RESOLVED, That the initial availabilit standards or SFp

areas are 10 to 35 percent or metered on-street parin10 to 35 percent or metered on-street paring (motorc

percent or metered on-street commercial loading par10 to 35 percent or metered on-street short-term pariand 10 to 35 percent or paring garages and lots; and,

RESOLVED, That the initial availabilit target or the SFpareas is to achieve the availabilit standards 80 percent

paring is priced; and, be it rther 9

RESOLVED, That the Exective Director/CEO is athoriavailabilit standards and targets dring the pilot projec

achieve the goals o SFpark.

6 Subsequent policy documents dene the o-peak and etime periods as beore 7:30am and ater 7:00pm.

7 This rate range was too narrow and, or several garages,

be adjusted during the course o the project.

8 Setting availability standards or each type o parking wa

more detailed analysis could be completed. These standardmore detailed pricing policy documents.

9 This concept (a target o achieving the availability standar

time) was abandoned during the development o the detailepolicies because availability is being calculated or averagedperiod o time (e.g., three hours), which already allows or th

exceeding the standard part o the time. The intent o accepo time where parking availability standards are exceeded ismanage or over price parking by too rigorously trying to ach

standard at all times.

Enabling poliche policies that enable and dene the SFparkpilot project

November 2008, the SFMTA Board o Directors approved legislation

hat enabled the SFparkpilot project. It dened the SFparkpilot areas

nd specied, as reqired b cit law, the ranges and limits or rates

nd time limits, as well as paring availabilit targets. The polic set b

his legislation was elaborated and rened b sbseqent pricing polic

ocments.

nabling legislation

e SFpark pilot project required several legislative

anges, with the November 18, 2008, enabling legislation

ing the most important. That legislation was intended to

detailed enough to dene how the pilot project would

operate, while being fexible enough to rene and adjust

policies during detailed plannin g and implementation.

The enabling legislation is annotated with comments

and planned renements, ollowed by excerpts rom

subsequent policy documents that provide more detail.

MUNICIPAL TRANSPORTATION AGENCY

BOARD OF DIRECTORS

RESOLUTION No. 08-192

WHEREAS, On November 6, 2006, the San Francisco Mnicipal

Transportation Agenc (SFMTA) Board o Directors approved Resoltion07-169, which athorized the acceptance and expenditre o variosnds associated with the urban Partnership Program (uPP) in

anticipation o establishing the SFparkprogram and approved variablepricing reqired or the acceptance o these nds; and,

WHEREAS, On April 15, 2008, the SFMTA Board received a report onSFpark, a program to evalate new paring management approachesand technolog in order to manage San Franciscos paring sppl and

demand to spport the SFMTAs overall transportation goals; and,WHEREAS, The SFMTA Board approved Resoltion 08-086 on April 15,

2008, approving two contracts reqired to implement SFparkand theassociated pilot projects; and,

WHEREAS, Pricing ranges and strategies as well as occpanc

standards or se in association with SFparkhave been developed sincepresentations on those sbjects were made to the Board; and,

WHEREAS, A pblic hearing on these pilot program paring pricingmodications was noticed in compliance with reqirements o Charter

4.104 and 16.112; and,

WHEREAS, The Port o San Francisco approved on October 28, 2008

Resoltion No. 08-68, approving paring pricing and managementchanges consistent with those contained in this Resoltion, and therebadopting a consistent approach to paring management or the metered

on-street paring in its jrisdiction, inclding areas along the Embarcaderothat are adjacent to the SFparkPilot Project Areas; and,

WHEREAS, The SFparkParing Pilot Project received environmentalclearance nder the Caliornia Environmental Qalit Act 1 as a Class 6Categorical Exemption rom the San Francisco Planning Department on

Ma 19, 2008; now, thereore, be it


Board o Directors athorizes the Exective Director/CEO to set paring

1 As a ederally unded project, the SFMTA also received ederal

environmental (NEPA) clearance.


12/69


On-street pricingDemand-responsive pricing to achieve paring availabi

This section excerpts large sections o the specic rate-setting

sed in the SFparkpilot project (with some minor pdates or

boo). These docments are available in their entiret online a

a transparent, rles-based approach to setting rates. These p

be rened as the pilot project contines.

On-street pricing

This section excerpts the SFpark on-street rate adjustment

policy that outlines how the SFMTA uses occupancy data

to make demand-responsive rate adjustments at on-street

parking meters.

The San Francisco Municipal Transportation Agency

(SFMTA), as part o the SFpark pilot project, uses a

demand-based approach to adjusting parking rates at

metered parking spaces in the SFpark pilot areas. The

goals include:

Having a consistent, simple, and transparent approach

or setting meter rates.

Using those rates, including demand-responsive

pricing and o-peak discounts, to help manage

congestion, improve Muni speed and reliability, and

achieve other transportation-related benets.

Achieving parking availability targets to reduce the

number o drivers who double-park or circle while

looking or parking.

This document contains a summary o the

Pre-SFpark parking meter policies.

Plan or improving the management o

parking spaces in SFpark pilot areas.

Pre-SFparkparking meter policies

Rates

Prior to SFpark, parking meters in San Fr

a single hourly rate regardless o the time

Meter rates varied by zone, with the most

rates downtown, and the cheapest in the

commercial districts:

Zone Price

Downtown $3.50

Downtown peripher $3.00

Fishermans Whar $3.00

Neighborhood commercial districts $2.00

Graphic explaining demand-responsive pricing

CITYCLEAN

ERS

FMAIN

STREET

2525

25252525

25252525

25252525

25252525

25252525

25252525

25252525

2525

2525


13/69


SFparkon-street pricing plan

In SFpark pilot areas, meter rates vary based on time o

day and day o week, and rates are adjusted over time in

response to demand. Rates are adjusted on a block-by-

block basis, using occupancy data rom parking sensors

installed in most on-street parking spaces in the SFpark

pilot areas.

Adjusting rates

1. Meter operational hors are split into distinct rate periods

In order to help ensure that parking is available in metered

parking spaces, SFpark meters charge dierent rates

based on the time o day. To acilitate this demand-

responsive time-o-day pricing, the meter operational

hours are split into distinct rate periods throughout the day.

Most meters in the city operate on a 9am to 6pm schedule.Those meters are split into the ollowing rate periods:

7am

8am

9am

10am

11am

noon

1pm

2pm

3pm

4pm

5pm

6pm

7pm

8pm

9pm

10pm

9 am Noo n Noo n3pm 3 pm 6pm

Meters operating on a 7am to 6pm schedule are split into

the ollowing rate periods:

7am

8am

9am

10am

11am

noon

1pm

2pm

3pm

4pm

5pm

6pm

7pm

8pm

9pm

10pm

7amNoon Noon 3pm 3pm 6pm

Meters in Fishermans Whar operate every day rom 7am

to 7pm. For those meters, the rate periods are:

7am

8am

9am

10am

11am

noon

1pm

2pm

3pm

4pm

5pm

6pm

7pm

8pm

9pm

10pm

7amNoon Noon3pm 3pm7pm

Meters in the areas o the city overseen by the Port o San

Francisco (generally along the Embarcadero), operate

every day rom 7am to 11pm. For Port meters, the rate

periods are:

7am

8am

9am

10am

11am

noon

1pm

2pm

3pm

4pm

5pm

7am7pm

The SFMTA has proposed that the Port o

adopt the ollowing rate periods when it m

adjustment at its meters:

7am

8am

9am

10am

11am

noon

1pm

2pm

3pm

4pm

5pm

7amNoon Noon3pm 3pm7pm

These rate periods are as consistent as po

meters, which increases ease o use or drmeters in dierent parts o the city. Becau

meters charge dierent hourly rates at di

day, i a driver arrives at a meter during o

but leaves during another, he must pay th

rates or each rate period in which he park

who arrives at a meter at 11am and parks

pay or one hour at the 9amNoon rate, an

the Noon3pm rate.

2. Weeend rates dier

Because weekend parking trends dier sig

rom weekday parking trends, demand-re

adjustments separate weekdays rom week

ensure that parking is available in metere

3. Rates respond to demand over time

Rates or parking meters change graduall

periodically based on demand. Changes to

made no more oten than once per month.

the SFpark program, rates at meters resp

as shown by occupancy in the previous mo

continues to collect occupancy data rom

sensors, however, occupancy data rom eayears will be considered in making pricing

and, i necessary, possible adjustments to

occupancy to correct or concentrated use

parking placards on particular blocks.

In order to achieve the goal o at least o

parking space per block, meter rates are a

goal o maintaining no more than 80 perce

ethod o rate-setting

ior to SFpark, the San Francisco Board o Supervisors

t meter rates via periodic price changes based on

commendations made by the SFMTA, mainly during

e budget-planning process. There was no set ormula or

proach or setting meter rates, and changing meter rates

s oten a contentious process.

Hours and days o operation

Most parking meters in the city are operational rom

Monday through Saturday, rom 7am to 6pm or 9am to

6pm depending on location. Meters in Fishermans Whar

are operational every day rom 7am to 7pm and meters in

areas administered by the Port o San Francisco (mostly

along the Embarcadero) are operational every day rom

7am to 11pm.


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VALENCIA

DOLORES

MI SSION

FOLSOM

23rdST

18thST

19th ST

15th ST

S

SO.VANNESS

24th ST

17th ST

16thST

20thST

21stST

22nd ST

0.25 mi

MondayFriday Noon to 3pm

VALENCI A

DOLORES

23rdST

18thST

19th ST

15th ST

24th ST

17th ST

16thST

20thST

21stST

22nd ST

VALENCI A

DOLORES

MISSI ON

FOLSOM

23rdST

18thST

19th ST

15th ST

SO.VANNESS

24th ST

17th ST

16thST

20thST

21stST

22nd ST

0.25 mi

VALENCI A

DOLORES

23rdST

18thST

19th ST

15th ST

S

24th ST

17th ST

16thST

20thST

21stST

22nd ST

Saturday

VALENCIA

DOLORES

MISSI ON

FOLSOM

23rdST

18thST

19th ST

15th ST

SO.VANNESS

24th ST

17th ST

16thST

20thST

21stST

22nd ST

0.25 mi

Saturday Noon to 3pmSaturday 9am to noon

VALENCI A

DOLORES

MISSI ON

FOLSOM

23rdST

18thST

19th ST

15th ST

S

SO.VANNESS

24th ST

17th ST

16thST

20thST

21stST

22nd ST

0.25 mi

MondayFriday 9am to noon MondayFriday

Increase $0.25 Decrease $0.25

No change Decrease $0.50**** No rates were lowered $0.50 in this pil

July 2011 rate changes: Missionany given block. Rates are adjusted using the ollowing

mula:

When occupancy is 80100 percent, the hourly rate is

raised by $0.25.


not changed.


lowered by $0.25.

When occupancy is less than 30 percent, the hourly

rate is lowered by $0.50.

accordance with the SFpark enabling legislation

proved by the SFMTA Board o Directors in November

08, the SFMTA noties the public o price changes no

s than seven calendar days beore the change in prices

a the SFMTA and SFpark websites.

Rates are adjsted on a bloc-b-bloc basis

ce changes made to meters will be made on a per-

ock basis. Larger areas were considered but blocks

re chosen to allow parking rates to respond to rapidly

anging parking demand patterns that sometimes

it block to block in San Francisco. Pricing changes

a block-by-block basis is also expected to more

ectively help to redistribute parking demand withi n a

ighborhood to better achieve availability targets and

ereore the larger parking management goals o SFpark.

5. Special event pricing

The SFMTA Board resolution that enabled the SFpark

program designated three special event areas, or

areas that tend to host large, well-publicized events

that generate a signicant, short-term demand or

parking. Special events include baseball games,

concerts, conventions, major parades and street estivals,

entertainment/cultural shows, exhibitions, and other

similar events.

The SFpark special event areas or on-street parking are:

South Embarcadero

Civic Center

Fillmore

In these special event areas, meter rates can range rom

$0.25 to $18.00 per hour. Rates are set according to

anticipated demand or each event and include surveys orates a nearby, private o-street parking acilities.

Download ull document at:

SFpark.org/docs_onstreetpricing

The frst rate adjustment

In July and August 2011, the SFMTA executed the rst

SFpark pilot project demand-responsive rate adjustment

or on- and o-street parking. As a result o that rst

adjustment, on-street rates increased by $0.25 per hour

at 32 percent o metered block time bands, decreased by

$0.25 or $0.50 per hour at 31 percent, and stayed the same

at the remaining 37 percent.

Download rate adjustment maps at:

SFpark.org/rates
http://www.sfpark.org/docs_onstreetpricinghttp://www.sfpark.org/docs_onstreetpricinghttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/docs_onstreetpricing


15/69


Using payment data to iner parkingoccupancy

This section contains an excerpt o a drat document that

outlines how the SFMTA may use meter payment data, rather

than sensor data, to iner parking occupancy rates to make

demand-responsive rate adjustments at spaces that do not

have parking sensors. The method compensates or non-

payment o parking meters. This approach is still under

consideration but is shared in case helpul or other cities

contemplating how demand-responsive pricing could be

done without parking sensors.

Overview

Parking occupancy is used to determine demand-

responsive parking rates under SFpark. In the rst phase

o the SFpark pilot program, sensors were installed atparking spaces in pilot areas to record parking occupancy.

However, or parking spaces that do not have parking

sensors, meters can also provide inormation to iner

parking occupancy. The sensor-derived occupancy data

has provided an opportunity to better understand the

relationship between paid time on meters and actual

parking occupancy.

The purpose o this document is to summarize how

inormation rom parking meters could be used at spaces

without sensors to iner parking occupancy and adjust

rates according to the on-street pricing policy document.

Using time purchased as a proxy or occupancy

Time purchased at meters can be used to approximate

parking occupancy during meter operational hours.

With ull compliance (i.e., when drivers pay or all o the

time they occupy a parking space), the payment-based

occupancy rate nearly matches the parking occupancy

rate. However, several actors result in lower levels o

purchased time relative to parking occupancy. Some o the

reasons include non-payment or parking, underpayment

or parking, non-unctioning meters, and parking permits

(such as disabled placards and city ocial permits) thatexempt drivers rom paying the meter. Overpayment o

parking meters to ensure against citations at expired

meters is a actor than acts positively on inerred

occupancy levels.

Analysis o parking sensor and meter p

compliance data rom over 3,600 SFpark

metered spaces shows that a corrective oc

adjustment actor o 24 percent can be use

approximate parking occupancy rom met

To arrive at this value, meter transactio

translated into periods o paid meter time

hours were separated into multiple hour-l

and the ratio o paid time to total available

aggregated at the block-level or each hou

The percentage o paid time at the block le

compared to the sensor-derived occupanc

same SFpark blocks which use the equiva

units to evaluate parking demand or rate

For example, i a block has 10 general p

and our o them are paid or rom 10am to

each paid or thirty minutes between 10am

our o them are not paid or during that sanumber o paid-or hours is 5 hours out o

hours or the block (50 percent). We would

correction actor o 24 percent to estimate

occupancy rate o 74 percent.

Calibrating the occupancy rate adju

Analysis o the meter and parking sensor

that there are trends in parking complianc

which infuence parking. Time o day, neig

length o stay, and hourly rate are infuent

are explored in Appendix A, and an analy

the infuence o meter type (credit card ac

existing parking demand on the block, and

weekend behavior is pending.

These trends suggest that the RAF valu

evaluated periodically to ensure it accura

parking behavior on the street. This re-ca

occur periodically using data rom sensor

parking spaces. A variable RAF, such as a

RAF or dierent days or times o day, ma

depending on the signicance o those ac


SFpark.org/docs_paymentdata
http://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/rateshttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdata


16/69


Special event

This section describes how the SFMTA will adjust parking

meter rates or special events in SFpark special event pricing

areas during the pilot period.

As part o SFpark, the SFMTA w ill use demand-responsive

pricing or special event parking to better achieve parking

space availability targets during special events such as

baseball games. SFparks enabling legislation allows

special event pricing in three SFpark pilot areas: South

Embarcadero, Civic Center and Fillmore. In these areas,

special event pricing will apply only to parking spaces

managed by SFpark.

In order to achieve availability targets o 10 to 35

percent, the SFMTA will periodically evaluate parking

availability during special events to determine how to

adjust special event rates and time periods. In evaluatingthe parking sensor data, the ollowing guidelines

determine special events price changes:

When availability is less than 10 percent, the hourly

rate will be raised by $0.50.

When availability is 1035 percent, the hourly rate wi ll

not be changed.

When availability is greater than 35 percent, the hourly

rate will be lowered by $0.50.

Depending on the demand or parking, as determined by

parking sensor data, parking rates may vary by block. This

means that some blocks may have dierent parking rates

than others during special events.


SFpark.org/docs_events

Motorcycle

As part o the SFpark pilot project the SFMTA

responsive pricing or metered motorcycle p

to achieve availability targets.

The SFMTA uses manual surveys rather th

parking sensors to obtain parking occupan

metered on-street motorcycle parking spac

metered motorcycle spaces are adjusted on

basis to achieve the target availability rate

percent at peak hours. Prices at motorcycle

are changed less requently (approximately

a year) than normal on-street metered spac

gathering occupancy data and changing pr

motorcycle spaces is labor intensive.


SFpark.org/docs_motorcycles

Tour bus

This section describes how the SFMTA adjusts

tour bus parking in SFpark areas during the

As with other paid on- and o-street park

o the SFpark pilot project the SFMTA us

responsive pricing or metered tour bus pa

achieve availability targets.

The SFMTA uses quarterly manual surv

in-ground parking sensors to gather parki

data or metered on-street tour bus parkin

at metered tour bus spaces are adjusted on

basis to achieve the target availability rate

percent. Due to the seasonal nature o tou

or tour bus parking, the prices at these sp

less requently than normal on-street park

demand is more constant throughout the y


SFpark.org/docs_tourbus
http://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_paymentdatahttp://www.sfpark.org/docs_eventshttp://www.sfpark.org/docs_eventshttp://www.sfpark.org/docs_motorcycleshttp://www.sfpark.org/docs_motorcycleshttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_eventshttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_motorcycles


17/69
http://www.sfpark.org/docs_brokenmetertimelimitshttp://www.sfpark.org/docs_expandedtimelimits


18/69


A plurality o residents supports metering in the

evenings and on Sundays i meter revenues are used

to improve pedestrian and bicycle acilities and Muni

service. Residents who never drive or drive rarely are

more likely to support extending the hours than those

who drive requently.

Using this study, the SFMTA has rened the original April

2009 proposal or extending metering hours when and

where warranted. We recommend that the operation o

parking meters be extended as ollows:

Sndas: Establish metering hours rom 11am to 6pm

citywide (instead o 10am).

Mondas throgh Satrdas: Operate parking meters

until 6pm, 9pm, or midnight when and where parking

demand warrants (rather than 10pm citywide):

o Extend meter hours until 9pm Monday throughThursday and until midnight Friday through

Saturday at 68 percent o metered spaces.

o Extend meter hours until 9pm on Friday and

Saturday at 20 percent o metered spaces (leaving

Monday through Thursday until 6pm).

o Extend meter hours until midnight Monday

through Saturday in areas where parking

availability is low throughout the week, which is 11

percent o metered spaces.

o Operate meters Monday through Saturday until

6pm at one percent o metered spaces.

Rates: Retain current rates (but use demand-

responsive pricing i n SFpark pilot areas).

Time limits: Establish 4-hour parking time limits ater

6pm and all day on Sundays.

We make the ollowing additional recommendations,

based primarily on the eedback we gathered in intercept

surveys and stakeholder interviews:

Improve the availability and marketing o SFMTA

parking cards to make it easier or drivers to pay or

parking and avoid parking tickets.Oer residents who live adjacent to commercial

corridors the option to extend Residential Permit

Parking (RPP) enorcement hours to reduce potential

parking spillover in their neighborhoods. Hours o

RPP enorcement could either match or extend beyond

metering hours.

Review metering hours at least every

85 percent occupancy as the criteria a

metering hours as necessary to achiev

goals.

Reduce hourly meter rates in SFMTA

when and where parking occupancy do

60 percent and consider lengthening t

those lots to improve driver convenien

Accelerate the implementation o two

in metered commercial areas.


SFpark.org/docs_hours

Meter hors o operationxpanding when on-street paring spaces are managed

aring meters are simpl tools to manage paring demand to achieve

ertain goals, whether or transportation or economic vitalit. Paring

meters exist or bsiness: meters were rst introdced as a wa to

crease trnover and availabilit on bs commercial streets. In 2009,

he SFMTA proposed expanding the hors when paring meters are

norced to better match times o high demand when stores are open.his section contains a summary o that proposal, which was tabled

nd not implemented. The SFMTA will revisit this issue in the uture.

xtended parking meter hours study

e SFMTA currently uses parking meters to manage

proximately 28,500 on-street parking spaces, most o

hich are operated rom 9am to 6pm Mondays through

turdays. The SFMTA uses parking pricing and time

mits to:

Achieve desirable levels o parking availability

Reduce congestion and illegal parking

Improve Munis speed and reliability

Increase overall saety or all road users

Increase economic vitality

May 2009, the SFMTA initiated a study to rene an

ril 2009 proposal to extend the hours o meter operation10pm citywide Mondays through Saturdays, and to

erate parking meters rom 10am to 6pm on Sundays.

e study was intended to better match when and where

eter hours are extended with when and where parking i s

cult to nd i n commercial areas. This study includes

urvey o other jurisdictions practices, a review o

evious reports on parking in the city, and the collection

o new data on parking occupancy levels, business hours o

operation, stakeholder concerns, and residents opinions.

The study ound:

Demand or on-street parking is high in the evenings

and on Sundays, which results in parking occupancies

that are oten higher than 100 percent due to illegal

parking. It is hardest to nd available parking spaces

ater 6pm and on Sundays, when parking at meters is

currently ree and unrestricted.

When San Franciscos meters were rst introduced in

1947, many businesses kept traditional hours, usually

rom 9am to 5pm, Mondays through Saturdays. Today,

many businesses are open late in the evening and all

day on Sundays, which creates demand or parking at

times when parking meters do not currently operate.Many cities and towns around the country operate

their parking meters Monday through Saturday until

10pm, midnight, or 2am, as well as on Sundays.

Parking availability is the aspect o parking that San

Francisco residents value most highly. Cost, though

not unimportant, ranked th (out o nine) as a

concern.
http://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_tourbushttp://www.sfpark.org/docs_hourshttp://www.sfpark.org/docs_hourshttp://www.sfpark.org/docs_hours


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parking spaces are unavailable or public use, typically

clustered around city and government acilities, reducing

access or all to government services and nearby businesses.

The various parking privileges or government

employees undermine the citys parking management and

overall transportation goals. Parking price and availability

are two o the primary actors in how people decide to

travel, whether by car or a more sustainable mode. While

some types o parking exemptions may be sensible, such

as parking o vehicles related to public saety, ree or

subsidized parking at work encourages pe

and these trips contribute to trac conge

greenhouse gas emissions. Although some

pay or parking every day, ree parking or

rightully be perceived as unair.

A 2005 survey o Bay Area commuters

by the Metropolitan Transportation Comm

large dierences in travel behavior betwee

commuters that had access to ree parkin

without access to ree parking. The survey

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

With free parking Without free parking

Drive alone

Transit

Transit

Drive alone

Bay Area commute decisionsAugust 2005

Percentofsurveyedcommuters

Source: Commute Profile 2005, a Survey of San Francisco Bay Area Commute Patt erns. RIDES for Bay Area Commuters, Inc. August 20Region-wide telephone survey of 3,600 commuters sponsored by the Metropolitan Transportation Commission (MTC).

Drive alone

Transit

With free parking

75%

5%

Without free parking

37%

43%

Cit and SFMTA emploee paringppling paring management rles eqitabl

he eectiveness o demand-responsive pricing to manage paring

elies on drivers being sbject to those prices. In preparation or

Fpark, the SFMTA implemented in earl 2011 new policies to better

manage paring b cit vehicles, as well as to better manage paring

emand rom SFMTAs own 5,000 emploees. While the were

ot approved in their entiret, these proposals were important orverall paring management, and increased the SFMTAs paring

management credibilit.

ty employee parking proposal

is section summarizes the original 2010 proposal to better

anage city vehicle parking. In this proposal, rather than

ng exempt rom paying parking meters, all city vehicles

xcept emergency vehicles with lights fashing), including

SFMTA vehicles, would have had to pay to park either via

prepaid annual permit or via prepaid parking cards. The

proved version o the policy applies only to sedans and

her passenger vehicles, which are approximately hal o

citys vehicle feet. The majority o the remainder o the

oposal, such as removing the majority o ree reserved on-

eet parking spaces in ront o city acilities, was approved

the SFMTA Board and implemented in summer 2011.

ere are many types o parking privileges or governmentmployees and ocials in San Francisco, both ormal

d inormal, amounting to at least 3,000 ree on-street

aces. The SFMTA issues some o these permits, and

ansportation Code allows some city departments to

ue an unlimited number o their own parking permits

at give employees ree parking without time li mits.

cause there is no standard permit and no limit on

quantities, these permits are easy to abuse and dicult or

SFMTA to enorce.

Currently, a variety o parking privileges or

government employees and ocials exist, including:

Free on-street reserved spaces around some

government acilities.

Free parking placards printed by some city

departments and government agencies.

Areas o non-enorcement o parking violations around

government acilities.

Free and reserved parking spaces in city garages or

some city employees and ocials.

Free parking included in some collective bargaining

agreements with unionized employees.

Together, these privileges, exemptions, and permits

encourage city and government employees to drive rather

than utilize transit and other orms o transportation,

undermining the citys goals or transportation. Because

current policy allows many departments to print their own

placards or ree parking, the precise number o placards

circulating is unknown and uncontrollable. At least 3,000


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already drive, there is no reason that paid parking would

slow down operations or make parking more dicult or

employees. Parking supply is very limited at most SFMTA

acilities. Pricing parking appropriately can serve as

a parking management strategy to encourage some to

carpool or use other modes o transportation, and thereby

make it easier or others to nd a parking space.

To address these issues, the SFMTA proposes to

improve how it manages SFMTA employee parking

privileges. The goal o this proposal is to apply the same

parking management principles and policies to SFMTA

employees that are applied to residents, business owners,and visitors. To achieve this goal and make it easier or

those who do drive to nd a space, the SFMTA proposes to:

Require all SFMTA employees to pay to park at all

o-street parking acilities, including SFMTA yards,

garages, and lots.

Place parking meters and/or time limit

appropriate.

Establish an employee parking permit

operation and maintenance divisions.

Facilitate carpooling.

Convert the Scott Parking Garage (18

Street) into a paid public parking gara

For mid-term implementation, the SFMTA

policy proposals or these additional areas

Remove parking benets rom uture lagreements.

Improve bicycle inrastructure at SFT


SFpark.org/docs_SFMTAemplo

Cit emploee paring permits

proximately 75 percent o commuters drove alone when

e parking is available, but only 37 percent drove alone

hen ree parking is not available. Less than 5 percent o

mmuters with ree parking commuted by transit, versus

percent o commuters without ree parking. Although

e survey did not control or outside actors that infuence

mmute decisions, the contrast suggests to what extent

e parking plays a role in commute decisions.

To address these issues, the SFMTA proposes to

prove how it manages city and government employee

rking privileges. The goal o this proposal is to apply

e same parking management principles and policies to

vernment employees that we apply to residents, business

wners, and visitors. To achieve these goals, the SFMTA

oposes to:

Issue all parking permits. Other city departments and

other governmental agencies would no longer be ableto issue their own permits. The SFMTA would provide

convenient ways to pay or parking via work order or a

SFMTA City Business permit or SFMTA parking cards.

Eliminate ree on-street reserved spaces or

government employees (e.g., around City Hall).

Eliminate areas o de-acto non-enorcement around

some government acilities (e.g., around Hall o

Justice).

Eliminate ree and reserved parking or government

employees and ocials in city-owned garages.

Equalize rates or existing SFMTA-issued permits, so

that no group receives ree parking.

Assume management o press parking passes rom the

Police Department to consolidate all parking permits

under the SFMTA.

r mid-term implementation, the SFMTA is developing

licy proposals or these additional areas:

Remove parking benets rom uture labor agreements

Oer better city employee transit benets

Improve management o disabled parking placards

Improve management o residential parkingEnorce existing ordinance that regulates pricing o

o-street parking


SFpark.org/docs_employeeparking

SFMTA employee parking management

This section summarizes a proposed parking management

policy or o-street parking or SFMTA employees. Prior to

this change, a large portion o SFMTA employees had ree

o-street parking at their work site (e.g., within bus yards).

The intent o this proposal was to hold SFMTA employees to

the same or higher standards or parking management as

the people we serve, while also using parking management

to discourage single occupant work trips by car or a small

portion o the people who work in San Francisco. The

original proposal would have required all 5,000 SFMTA

employees to pay or o-street parking at SFMTA acilities

i they drive, but existing labor agreements exempted

approximately 800 people rom the policy that was adopted.

SFMTA employees at many o the SFMTAs yards and

acilities currently receive ree parking.Parking provisions vary signicantly at each site. They

include:

Free parking in the bus and rail vehicle yards.

Free o-street parking in dedicated (i.e., not publicly

available) lots or garages.

These privileges and ree parking provisions encourage

SFMTA employees to drive alone rather than utilize

other orms o transportation such as public transit

or carpooling, undermini ng the SFMTAs goals or

transportation as well as the citys Transit First policy.

Parking price and availability are two o the primary

actors in how people decide to travel, whether by car or a

more sustainable mode. Free or subsidized parking at work

encourages people to drive, and these trips contribute

to trac congestion and greenhouse gas emissions.

Although some SFMTA employees pay or parking every

day, ree parking or others can be perceived as unair. As

a transportation agency in a Transit First city, the SFMTA

should lead by example by reducing parking subsidies or

employees at SFMTA acilities.

Free parking or SFMTA employees, particularly ortransit operators, has previously been justied by the

need to have easy access to parking in order to get transit

vehicles out on schedule. The early morning and late night

hours o operation and security o vehicles on-street have

also been cited as reasons or providing ree parking or

employees at division yards. Whi le providing parking

or SFMTA employees may be helpul or employees who

,

, , ,

,

, , ,

,

, , ,

,
http://www.sfpark.org/docs_SFMTAemployeehttp://www.sfpark.org/docs_SFMTAemployeehttp://www.sfpark.org/docs_employeeparkinghttp://www.sfpark.org/docs_employeeparkinghttp://www.sfpark.org/docs_SFMTAemployeehttp://www.sfpark.org/docs_employeeparking


21/69



22/69


To determine the rate periods, an analysis o utilization

data or the last year (November 2009 to October 2010)

was conducted or hal o the garages in the SFpark

program: Golden Gateway, Moscone Center, Union

Square, Ellis-OFarrell, Civic Center, Perorming A rts

and Japan Center. This sample provided an eective

cross-section o the parking habits o the people who park

in San Francisco: downtown commuters, c

goers, shoppers, government workers and

courts, perorming arts attendees, and vis

neighborhood commercial districts.

Utilization o these garages, averaged o

12-month period, was as ollows:

The garages all into three basic usage categories:

The vast majority o parking happens during

traditional workday hours, likely due to business

commuters (Golden Gateway and Moscone Center);

The vast majority o parking is shited approximately

two hours later than traditional workday hours, likely

due to the infuence o tourists and shoppers (UnionSquare and Ellis-OFarrell); and

A considerable number (usually the majority) o cars

are parked during traditional workday hours, but with

a distinct infux in the evening hours, likely due to

attendance at arts perormances or movies, or going

to dinner in a neighborhood commercial district (Civic

Center, Perorming Arts and Japan Center).

To accommodate these distinct, but not d

trends, the rate periods to be used in SFp

set as ollows:

midnight

1am

2am

3am

4am

5am

6am

7am

8am

9am

10am

11am

noon

1pm

2pm

3pm

4pm

Midnight9am 9amNoon

Noon3pm

3pm6pm

The daytime rate periods (9am to Noon, N

3pm to 6pm) are each three hours long, w

the rate structure or customers and garag

The rate periods switch between the end o

the beginning o the next (i.e., midnight),

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

110%

120%

9PM

8PM

7PM

6PM

5PM

4PM

3PM

2PM

1PM

12PM

11AM

10AM

9AM

8AM

7AM

6AM

5AM

4AM

3AM

2AM

1AM

Garageoccupancy

Time of day

Weekday SFparkparking garage occupancy*November 2009 October 2010

Moscone Center

Civic Center

Japan Center

Golden Gateway

* Valet parking enables garages to exceed 100 perc

O-street pricingDemand-responsive pricing to achieve paring availabilit goals

his section excerpts large sections o the specic rate-setting policies

sed in the SFparkpilot project (with some minor pdates or this

oo) or o-street garages and lots. These docments are available

their entiret online as part o a transparent, rles-based approach

o setting rates in order to achieve certain goals. These policies will be

ened as the pilot project contines.

arking garages

is section contains large excerpts o the policy that outlines

w the SFMTA uses occupancy data to make demand-

ponsive rate adjustments at SFpark parking garages.

SFpark garages, prices or all rate types are based on

e hourly rates, which gradually respond to demand. This

mand-responsive pricing is at the heart o the SFpark

ot project and nds the lowest rates possible that

hieve parking availability targets. While hourly rates

ry rom garage to garage (as some garages see higher

mand than others), the hourly time rames, types o

es, and ratios used to calculate the rates are the same

all garages.

ourly rates

Rates var based on time o da

order to help ensure that parkin g is always available ine garages, encourage drivers to use the garages rather

an on-street parking, provide incentives to drive and

rk at o-peak times, and thereby reduce congestion on

n Franciscos streets, SFpark garagesjust like meters

on-street parking spacescharge dierent rates based

the time o day in which a car is parked. Where parking

demand patterns vary signicantly, prices dier based on

the day o week (e.g., weekday v. weekend).

The SFpark approach relies on demand-responsive

time-o-day pricing, whereby the day is divided into

distinct time periods during which dierent parking rates

may be charged. The past single-hourly-rate approach to

pricing at SFMTA garages does not allow prices to respond

to demand. Periodic and gradual changes to parking

prices give people time to learn new price signals and,

potentially, adjust their travel choices about when and how

to make trips.

One goal o the SFpark program is to improve the

customer experience by simpliying and uniy ing the

policies, branding, and signage or SFMTA-administered

parking garages. To help achieve that goal, the SFMTA

implemented a single set o rate periods. Rate periods

are bands o time during which the same hourly rate is

charged. These rate periods are consistent across all

garagesrates vary by garage w ithin the rate periods.

Consistency in rate periods also allows garage rates to beeasily comparable with on-street metered rates that use

the same rate periods. These rate periods are set broadly

around workday commuter parking demand patterns

so that rates can respond to demand and thereby, in

conjunction with an o-peak discount, help to manage

congestion.


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The vendor retained to print signs.

The garage operators, who are responsible or

replacing all rate signs in their garages at each rate

change.

3. O-pea disconts encorages cstomers to drive and

par at times o lower demand

SFpark oers o-peak discounts to drivers who enter

or exit the garages at times o day with low demand or

parking and roadway space. O-peak discounts are most

directly aimed at encouraging commuters to arrive beore

the morning and/or leave ater the evening rush hours,

to reduce trac congestion, which slows other drivers

and, most importantly, Muni surace vehicles. In order to

receive the discount, a driver must park or at least three

hours. This requirement prevents short-term parkers

rom receiving ree parking; time-o-day pri

Manual de Implementación de Estacionamiento Medido - San Francisco (CA, USA) SFPark

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Transcript of Manual de Implementación de Estacionamiento Medido - San Francisco (CA, USA) SFPark