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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
Technology overview 81
Parking sensors
84
Technology overview 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
Technology overview 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
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Introdction & overview SF park: Ptting TheorSFparklegall dened pilot and control areas
BAY
CASTRO
STANYAN
ARGUELLO
DOLORES
LOMBARD
GEARY
OAKFELL
MARKE
T
TOWNSEN
D
16TH
FIFTH
THEEMBARCADERO
PARK
P R
ESID
IO
OCTAVIA
CALIFORNIA
MASONI C
LINCOLN
VANNESS
DIVISADERO
BROADWAY
COLUMBU
S
POWELL
JUDAH
S
ECOND
MARK
ET
CASTRO
T
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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Introdction & overview SF park: Ptting Theor
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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Introdction & overview SF park: Ptting Theor
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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2: Paring management polic SF park: Ptting Theor
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
RESOLVED, That the San Francisco Mnicipal Transportation Agenc
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
RESOLVED, That the San Francisco Mnicipal Transportation Agenc
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
RESOLVED, That the San Francisco Mnicipal Transportation Agenc
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.
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2: Paring management polic SF park: Ptting Theor
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
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2: Paring management polic SF park: Ptting Theor
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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2: Paring management polic SF park: Ptting Theor
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.
When occupancy is 6080 percent, the hourly rate is
not changed.
When occupancy is 3060 percent, the hourly rate is
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_onstreetpricing8/2/2019 Manual de Implementacin de Estacionamiento Medido - San Francisco (CA, USA) SFPark
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2: Paring management polic SF park: Ptting Theor
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
Download ull document at:
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_paymentdata8/2/2019 Manual de Implementacin de Estacionamiento Medido - San Francisco (CA, USA) SFPark
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2: Paring management polic SF park: Ptting Theor
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.
Download ull document at:
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.
Download ull document at:
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
Download ull document at:
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_motorcycles8/2/2019 Manual de Implementacin de Estacionamiento Medido - San Francisco (CA, USA) SFPark
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2: Paring management polic SF park: Ptting Theor
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.
Download ull document at:
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.
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2: Paring management polic SF park: Ptting Theor
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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2: Paring management polic SF park: Ptting Theor
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
Download ull document at:
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
Download ull document at:
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
,
, , ,
,
, , ,
,
, , ,
,
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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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2: Paring management polic SF park: Ptting Theor
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