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[ Pobierz całość w formacie PDF ]
.A.County have imple-mented curb-lane-parking restrictions in one form or another.TheCity of Los Angeles, in particular, has pursued the strategy much moreaggressively in recent years.For instance, LADOT recently conducteda study of the most congested signalized intersections in the city as partof OBR.Of the 98 intersections studied, 14 were recommended forfurther operational or capital improvements, including street wideningor parking restrictions, to facilitate the installation of additional travellanes.The City has since continued to identify and evaluate additionalcongested intersections for similar treatment (Fisher, 2006).The Cityhas also established peak-hour-parking bans on selected arterials.LADOT recently conducted a comprehensive parking studyexamining the agency s organization, operations, and roles in rela-tion to the planning and management of parking resources in the city(d Amato, 2006).The study proposed a coordinated set of parkingstrategies to serve both short-term needs and longer-term goals.Park- 270 Moving Los Angeles: Short-Term Policy Options for Improving Transportationing policy in Los Angeles faces the twin challenges of accommodatingeconomic growth while reducing traffic in a heavily car-dependent citywith less land available for off-street parking and more pressure at thecurb to accommodate new and overflow demand.On-street-parkingpolicies also need to address the competing needs of transit, taxis, load-ing zones, and commercial interests and user groups.To reduce traffic congestion on the arterial network, the City haseliminated on-street parking along many of the most crowded corri-dors to provide an additional travel lane during peak periods, therebyenhancing the network s flow capacity.This, however, results in forgonemeter revenue as well as the potential loss of customers for businessesalong the affected corridors.LADOT s recent parking study suggestsseveral ways for addressing these concerns.For instance, the City couldchange meter hours to better coincide with business-customer needs.The price for parking at the curb could also be raised to promote shorter-term parking and higher turnover rates as well as to increase revenueto offset the loss from peak-hour-parking restrictions.On-street park-ing could also be better regulated to maximize customer access whileencouraging longer-term customer and employee parking in off-streetfacilities (d Amato, 2006).To improve the enforcement of peak-hour parking restrictions(7:00 to 9:00 a.m.and 4:00 to 7:00 p.m.) on some of the busiest arterialtravel corridors, LADOT recently established a Tiger Team consistingof 15 parking-enforcement and traffic-control officers along with 10tow trucks.When the Tiger Team detects a peak-hour parking viola-tion, it quickly responds to both cite and tow the offending vehicle.Thecitation fee is $65, and the towing fee is $144 plus an additional $33 foreach day that the towing operator holds the vehicle before the ownerreclaims it (L.A.Office of the Mayor, 2006).The Tiger Team beganoperations on Wilshire Boulevard, issuing more than 17,000 parkingcitations and towing almost 5,500 vehicles in a single year.The TigerTeam program has since been expanded to two other heavily traveledcorridors in Los Angeles, Vermont Avenue and Ventura Boulevard(L.A.Office of the Mayor, undated). Curb-Parking Restrictions 271Interaction with Other StrategiesIf reducing congestion is the ultimate goal, parking restrictions maybe most effective when combined with improvements in alternativemodes, such as transit services.Parking restrictions provide a motiva-tion for switching from the car to some other mode, while improvedtransit services make it more feasible to make this switch.Moreover, bycreating additional lane space, parking restrictions provide an oppor-tunity to develop bus-only lanes in heavily patronized transit corridors(see Appendix B25).As a corollary, improvements to public transit absent strict park-ing restrictions are less likely to lure motorists out of their cars.Parkingrestrictions support improved transit as well as other TDM strategies bymaking driving alone either less convenient or more expensive.By thesame token, absent improvements in alternative modes of travel, driversmay have little option but to continue traveling by car and either searchfor parking in surrounding neighborhoods or pay to park in off-streetfacilities (Booz Allen Hamilton, 2006).Other research supports the importance of this connection.Astudy by O Fallon and Sullivan (2003) examined the effects on travelto routinely attended destinations (such as jobs or school) resultingfrom improvements to transit, such as reduced fares and more frequentservice.Absent complementary disincentives to driving road pric-ing, higher parking charges, or parking restrictions very few travelersswitched from driving to transit.The authors argued that the transitimprovements would have been much more effective had they beenaccompanied by complementary measures to reduce the convenienceor raise the cost of traveling by car [ Pobierz całość w formacie PDF ]
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.A.County have imple-mented curb-lane-parking restrictions in one form or another.TheCity of Los Angeles, in particular, has pursued the strategy much moreaggressively in recent years.For instance, LADOT recently conducteda study of the most congested signalized intersections in the city as partof OBR.Of the 98 intersections studied, 14 were recommended forfurther operational or capital improvements, including street wideningor parking restrictions, to facilitate the installation of additional travellanes.The City has since continued to identify and evaluate additionalcongested intersections for similar treatment (Fisher, 2006).The Cityhas also established peak-hour-parking bans on selected arterials.LADOT recently conducted a comprehensive parking studyexamining the agency s organization, operations, and roles in rela-tion to the planning and management of parking resources in the city(d Amato, 2006).The study proposed a coordinated set of parkingstrategies to serve both short-term needs and longer-term goals.Park- 270 Moving Los Angeles: Short-Term Policy Options for Improving Transportationing policy in Los Angeles faces the twin challenges of accommodatingeconomic growth while reducing traffic in a heavily car-dependent citywith less land available for off-street parking and more pressure at thecurb to accommodate new and overflow demand.On-street-parkingpolicies also need to address the competing needs of transit, taxis, load-ing zones, and commercial interests and user groups.To reduce traffic congestion on the arterial network, the City haseliminated on-street parking along many of the most crowded corri-dors to provide an additional travel lane during peak periods, therebyenhancing the network s flow capacity.This, however, results in forgonemeter revenue as well as the potential loss of customers for businessesalong the affected corridors.LADOT s recent parking study suggestsseveral ways for addressing these concerns.For instance, the City couldchange meter hours to better coincide with business-customer needs.The price for parking at the curb could also be raised to promote shorter-term parking and higher turnover rates as well as to increase revenueto offset the loss from peak-hour-parking restrictions.On-street park-ing could also be better regulated to maximize customer access whileencouraging longer-term customer and employee parking in off-streetfacilities (d Amato, 2006).To improve the enforcement of peak-hour parking restrictions(7:00 to 9:00 a.m.and 4:00 to 7:00 p.m.) on some of the busiest arterialtravel corridors, LADOT recently established a Tiger Team consistingof 15 parking-enforcement and traffic-control officers along with 10tow trucks.When the Tiger Team detects a peak-hour parking viola-tion, it quickly responds to both cite and tow the offending vehicle.Thecitation fee is $65, and the towing fee is $144 plus an additional $33 foreach day that the towing operator holds the vehicle before the ownerreclaims it (L.A.Office of the Mayor, 2006).The Tiger Team beganoperations on Wilshire Boulevard, issuing more than 17,000 parkingcitations and towing almost 5,500 vehicles in a single year.The TigerTeam program has since been expanded to two other heavily traveledcorridors in Los Angeles, Vermont Avenue and Ventura Boulevard(L.A.Office of the Mayor, undated). Curb-Parking Restrictions 271Interaction with Other StrategiesIf reducing congestion is the ultimate goal, parking restrictions maybe most effective when combined with improvements in alternativemodes, such as transit services.Parking restrictions provide a motiva-tion for switching from the car to some other mode, while improvedtransit services make it more feasible to make this switch.Moreover, bycreating additional lane space, parking restrictions provide an oppor-tunity to develop bus-only lanes in heavily patronized transit corridors(see Appendix B25).As a corollary, improvements to public transit absent strict park-ing restrictions are less likely to lure motorists out of their cars.Parkingrestrictions support improved transit as well as other TDM strategies bymaking driving alone either less convenient or more expensive.By thesame token, absent improvements in alternative modes of travel, driversmay have little option but to continue traveling by car and either searchfor parking in surrounding neighborhoods or pay to park in off-streetfacilities (Booz Allen Hamilton, 2006).Other research supports the importance of this connection.Astudy by O Fallon and Sullivan (2003) examined the effects on travelto routinely attended destinations (such as jobs or school) resultingfrom improvements to transit, such as reduced fares and more frequentservice.Absent complementary disincentives to driving road pric-ing, higher parking charges, or parking restrictions very few travelersswitched from driving to transit.The authors argued that the transitimprovements would have been much more effective had they beenaccompanied by complementary measures to reduce the convenienceor raise the cost of traveling by car [ Pobierz całość w formacie PDF ]