Beijing-parking-ITDP-China

Parking Guidebookfor Beijing1 March 2015

Contents1. Introduction . . . . . . . . . . . . . . . . . . . 42. Current Parking Policies & Systems . . . . 62.1 Background . . . . . . . . . . . . . . . . . . . . 72.2 Parking policy evolution . . . . . . . . . . . . 82.3 Parking prices . . . . . . . . . . . . . . . . . . 102.4 Parking standards . . . . . . . . . . . . . . . 102.5 Stakeholders and tasks . . . . . . . . . . . . 102.6 Existing ‘parking system’ . . . . . . . . . . . 123. Beijing Case Studies . . . . . . . . . . . . . 153.1 Case study site selection . . . . . . . . . . . 163.2 Survey methodology . . . . . . . . . . . . . 163.3 Case study results . . . . . . . . . . . . . . . 173.4 Survey results summary . . . . . . . . . . . 894. Parking Problem Analysis . . . . . . . . . 904.1 Parking strategies and policies . . . . . . . 914.2 On-street parking . . . . . . . . . . . . . . . . 934.3 Parking enforcement . . . . . . . . . . . . . 934.4 Off-street parking . . . . . . . . . . . . . . . 984.5 Institutional challenges . . . . . . . . . . . 1015. Parking Best Practices . . . . . . . . . . . 1025.1 London, UK . . . . . . . . . . . . . . . . . . . 1035.2 San Francisco, USA . . . . . . . . . . . . . . 1055.3 Budapest, Hungary . . . . . . . . . . . . . . 1105.4 Shenzhen, China . . . . . . . . . . . . . . . 1145.5 Zhuhai, China . . . . . . . . . . . . . . . . . 1156. On-Street Parking Recommendations 1186.1 Parking zones . . . . . . . . . . . . . . . . . 1206.2 Parking price . . . . . . . . . . . . . . . . . . 1206.3 Parking bans and time limits . . . . . . . . 1226.4 Parking technology . . . . . . . . . . . . . 1246.5 Parking enforcement . . . . . . . . . . . . 1336.6 Parking design . . . . . . . . . . . . . . . . 1376.7 Business model . . . . . . . . . . . . . . . . 1396.8 Costing & finance . . . . . . . . . . . . . . . 1417. Off-Street Parking Recommendations 1457.1 Abolish parking minimumsfor new developments . . . . . . . . . . . 1467.2 Implement parking maximums . . . . . . 1467.3 Implement a parking cap . . . . . . . . . . 1477.4 Private, residential parking . . . . . . . . . 1497.5 Private, commercial parking . . . . . . . . 1507.6 Public off-street parking . . . . . . . . . . 1517.7 P+R facilities . . . . . . . . . . . . . . . . . . 1527.8 Parking sharing . . . . . . . . . . . . . . . . 1537.9 Banning setback parking . . . . . . . . . . 1568. General Parking Recommendations . . 1578.1 Communications . . . . . . . . . . . . . . . 1588.2 Residential permits . . . . . . . . . . . . . . 1588.3 Institutional changes . . . . . . . . . . . . 1598.4 Ring-fencing . . . . . . . . . . . . . . . . . . 1598.5 Levies . . . . . . . . . . . . . . . . . . . . . . 1599. Proposed Implementation Schedule . .160

1. Introduction

Study scopeIncreased car ownership in Beijing has resultedin a higher demand for parking spaces. Ratherthan taking a restrictive approach to parking asa means to reduce car travel and ownership, thegovernment is trying to increase parking supplyin an effort to solve parking problems.Simply increasing parking supply is not asolution as it leads to more traffic and lost opportunitiesfor high-value uses like offices, retailand residences. Each parking space takes up 30m 2to 35m 2 and car drivers need between two to fivedifferent parking spaces every day. Therefore it iscrucial for the success of Beijing to start managingparking holistically and implement and enforceparking systems and policies that have proventheir success elsewhere. The parking problems arenot unique to Beijing and lessons can be learnedfrom other cities that have experienced increasedmotorization.This report studies Beijing’s existing parkingpolicies and systems and studies several parkinglocations, residential, commercial, office andmixed use areas, both on-street and off-street,documenting existing parking practices in Beijing.An analysis of problems identifies the mainparking issues and Chinese and international bestpractices described. Recommendations are givenfor on-street parking, including parking zones,price, policies, technology, enforcement, design,operation models, costing & financing. Foroff-street parking recommendations are presentedfor parking maximums, caps and parking sharing.Furthermore recommendations for communicationon parking reform are offered.The parking recommendations for Beijingas described in this report are based on deskresearch and surveys and analysis of the existingparking conditions and behavior in Beijing andsolutions follow international best practice. Theparking recommendations presented will helpBeijing:●●achieve more rational and efficient use ofon-street and off-street parking spaces●●provide drivers with available parking spaces,directions and multiple payment options●●reduce cruising, improve traffic flows andreduce congestion●●achieve organized and safe streets for walkingand cycling●●improve accessibility and livability for itsresidents, increase business revenues andimprove attractiveness to tourists●●gain a stable, long term revenue stream fromparking that can be used to fund sustainabletransport development●●reduce air and noise pollution and CO2reduction●●stimulate the use of public transport.ObjectiveThe objective of this study is to provide detailedinsights into Beijing’s parking issues and offerrecommendations to improve on-street andoff-street parking policies and systems. The studyis financed by the Asian Development Bank, withsome input provided by the Beijing TransportResearch Institute (BTRC).Personnel and time frameThe work was carried out between August andDecember 2014. A large team worked on the projectincluding Bram van Ooijen, Yang Li, ShaokunLiu, Xiaomei Duan, Zoltan Gyarmati, Yipeng Du,Judit Ponta, Yusen Wang, Zhitao Li, Chen Dan,Shuling Li and Karl Fjellstrom.DefinitionsOn-street, off-street and setback parking areas aredefined as follows:●●On-street parking: parking on the curb sidelanes of roads.●●Off-street parking: parking away from thepublic road in parking lots, buildings andgarages.●●Setback: space between building facade andproperty line, or between the building facadeand the edge of the public walkway.Beijing Parking, ITDP-China 51 March 2015

2. Current Parking Policies & Systems

2.1 BackgroundWith 21.5 million residents by the end of 2014,Beijing is one of the world’s biggest cities.Following vast investments in roads and parkingspaces, the share of car traffic in Beijing’s modalsplit has risen drastically, creating more demandfor parking spaces. Of all Chinese cities, Beijinghas the largest number of cars registered with4.37 million cars, of which 3.17 million belongto individuals. As of July 2014, 6,156 parkinglocations with 1,643,141 parking spaces were inoperation. Beijing’s rapid construction of parkingspaces saw 73,205 new parking spaces (4.7% oftotal supply) compared to one quarter earlier. Thegrowth in parking supply is still lower than thegrowth in vehicle ownership and the vast amountof parking spaces Beijing already has, have hadnegative effects on the city’s traffic, land resources,public spaces and air pollution.Car traffic is one of the main causes of air pollutionSource: iFeng news (2014)北 京 的 机 动 化 进 程机 动 车 保 有 量 ( 万 辆 )私 人 汽 车 ( 万 辆 )机 动 车 拥 有 率12% 12% 13%15% 15%17% 18% 19% 20%22%25% 25% 25% 26% 26%Growing motorization in Beijing is putting pressure on road capacity and contributing to air pollutionSources: 1. Beijing Traffic Management Bureau (2014), Traffic Management Data from 2000, http://www.bjjtgl.gov.cn/publish/portal0/tab803/; 2. Annual report of Beijing Statistics Bureau, http://www.bjstats.gov.cn/xwgb/tjgb/ndgb/Beijing Parking, ITDP-China 71 March 2015

Modal split figures for Beijing show a dramatic increase in car traffic.Source: modified from original version Beijing Transportation Research Center2.2 Parking policy evolutionIn the past ten years Beijing issued a series ofpolicies to solve parking problems and guideand coordinate parking planning, constructionand management. The most important ones aredescribed following.Beijing Urban Master Plan (2004-2020),Beijing city government – input fromPlanning Bureau, 2004According to Beijing’s 2004-2020 Urban MasterPlan, traffic problems are intended to be solvedwith public transport priority, by enhancing theattractiveness of public transport, and by policiesto guide car traffic away from central areas, whererestrictions on car use are encouraged.Parking supply restrictions and parking pricedifferentiation are chosen as tools to steer trafficaway from central areas, especially in the old citycenter. Full use of existing parking facilities isencouraged. Somewhat contradictively, city governments’budgets were assigned to develop 200public parking lots and build Park+Ride (P+R)facilities at metro stations, in order to lure driversinto using public transport in the city center.This results in prime metro-adjacent real estatebeing devoted to low value parking, and generatesonly a single peak hour trip in each direction onan already-overcrowded metro system. Parkingdemand management was mentioned as well.Beijing Transportation DevelopmentProgram 2004-2020, CommunicationsCommission, 2005The Beijing Transportation DevelopmentProgram, developed by the CommunicationsCommission, proposed a vast expansion of parkingsupply. The goal for 2010 was to have built oneparking space for every car in Beijing, a policydubbed ‘1 car 1 space’, which flies in the face ofinternational best practices on using parking as atraffic demand management tool. Moreover theCommunications Commission stipulated that by2010 10% of all cars should be able to use public,government-owned parking spaces, with theothers developed by developers (in residentialareas) and private investors in off-street parking.In the old city center though, a parking capand differentiated parking prices were to beimplemented to limit car use. Parking guidancesystems were to be built in the entire city centerto improve parking information services. Themain focus for the central areas was put on theimprovement of public transport. In new developmentsaway from the city center, more off-streetparking would be allowed, following a guidelineof 1.2-1.3 parking spaces per car.Beijing Parking, ITDP-China 81 March 2015

Current parking price standard (values represent maximum prices)Parking price standardDay time (7:00-21:00) Night time (21:00-7:00)Maximum parking pricesOn-streetOff-streetPublichourlyNonresidentialparkingareaResidentialarea1 st hour After 1 st hour Outdoor(RMB/15 min) (RMB/ 15 min) (RMB/15 min)Indoor(RMB/15 min)Zone 1 2.5 3.75 2 1.5Zone 2 1.5 2.25 1.25 1.25Zone 3 0.5 0.75 0.5 0.5Outdoor Indoor(RMB/2hr) (RMB/30 min)1 2.5Outdoor public parking lots

Beijing’s 11th Five Year TrafficDevelopment Plan - TransportationDevelopment and Construction,Communications Commission, 2006With the issuing of Beijing’s “11th Five Year Plan”an important role was seen for the market toimplement off-street parking. The market shouldaccelerate its construction, with the governmentproviding 10% of the parking need, following the‘1 car 1 space’ approach which risked locking incar dependent development for decades to come.The government would focus on building P+Rfacilities around metro stations, parking guidancesystems, strengthening orderly on-streetparking, and better enforcement and regulations.Differentiated off-street parking standards weresuggested according to parking zones and typesof buildings and land use. There would be strictcontrol on parking supply and higher prices inthe central areas (within the fourth ring road) andhigher supply and lower prices in the outlyingareas of Beijing.Beijing’s 12th Five Year TrafficDevelopment Plan - TransportationDevelopment and Construction,Communications Commission, 2012The 12th Five Year plan again focused on publictransport priority, 50,000 public parking spacesand on adding parking supply in residentialareas (200,000 spaces) and 21,000 additionalP+R facilities at metro stations. For areas withlarge, perceived parking shortages, the use ofgreen space for parking and parking sharing wasencouraged. Differentiated off-street parkingstandards for different zones were promoted.The use of modern technology was suggested foron-street parking. For parking prices, guidelineswere initiated: on-street parking more expensivethat off-street, central areas more expensive thanoutlying areas, and on-ground parking higherprices than underground.2.3 Parking pricesParking prices are set by the Beijing Developmentand Reform Commission, as shown in the tableon the previous page. The prices reflect maximumprices and operators are free to charge less thanthis standard. Some of the parking provisionsare market-priced, without interference from thegovernment standards.2.4 Parking standardsThe Beijing Planning Commission develops theparking standards for new developments. The currentstandards, implemented in 2003, are shownin the table following.Updates on this parking standard are underway,but not yet publicized. Rumors are these standardswill rise to an average of 0.8 parking spaces/unitwith over 1 parking spaces/unit outside the 5thring road.To encourage private investment in the provisionof off-street parking, the city governmentstarted subsidizing the construction of independentlyoperating parking lots (not related to otherdevelopments). Since 2012, 2,000 RMB/parkingspace is provided from city government budgets.District government can subsidize operation andmaintenance costs. Since 2014, 5,000 RMB/parkingspace is provided for mechanical parking.2.5 Stakeholders and tasksBy January 2014 the city government administration,with Mayor’s approval, laid out the rolesand responsibilities of all of Beijing’s parkingrelatedgovernment departments. As of now, thegovernment departments involved in parking aredescribed below with their authorities and roles.Beijing Communication Commission●●Develop city-wide parking policies and planning.Input from Planning Commission andsigned off by city government;●●Supervise city-wide on-street and off-streetparking operators, in cooperation with districts’parking management departments;●●Implement parking management center,collecting data on parking.District governmentsEvery district has a parking management departmentunder the district government and BeijingCommunication Commission. Their tasks are:●●Comply with city-wide instructions forimplementation of policies and projects;●●Plan new, paid on-street parking (to beBeijing Parking, ITDP-China 101 March 2015

Current parking standards for new developmentsResidentialBuilding typeOrdinaryhousingBeijing Parking, ITDP-China 111 March 2015UnitParking standardCarWithin 3 rd ring road unit 0.3Outside 3 rd ring road unit 0.5Serviced apartment unit 1Villa unit 2Office 100 m 2 0.65 20Restaurant 100 m 2 0.7 40RetailHotelHospitalBike>10,000 m 2 floor area0.65 40

Private claims to parking spacesIllegal parking spaces drawn on bike lane in Guomaoparking in new buildings and enforcement ofcompliance to standards.●●Assist the Communications Commission indeveloping city-wide parking policies andplanning.Urban Management Office●●Enforce illegal parking on sidewalks;●●Enforce illegal private claims to parkingspaces (using obstacles) on all spaces, exceptstreets and residential areas (see pictureabove);●●Enforce actual operation of approved offstreetparking spaces;●●Enforce operation of paid, off-street,public parking that is not registered at theCommunications Commission and Industrial& Commercial Bureau;●●Enforce appropriate operation of off-streetparking according to standards for maintenance,safety, cleaning, vending, etc.;●●Enforce 24 hour operation of paid, publiclyaccessible off-street parking.Commission of Housing and Urban-RuralDevelopment●●Enforce illegal private claims to parkingspaces (using obstacles) in residential areas.Industrial & Commercial Bureau●●Approve paid, off-street, public parkingoperation.2.6 Existing ‘parking system’Different on-street parking systems are implementedin Beijing and the assessment below onlyapplies to the areas surveyed.In the surveyed areas in Guang’anmen the onstreetparking system is very primitive. Parkingguards control all on-street parking spaces anddrivers pay parking guards cash up front forthe time they expect to park. No refunds areprovided for shorter parking. A receipt ( 发 票 )can be obtained on request. Individual parkingguards have a fixed revenue target, set by theirsupervisors, and all revenues above this target arepocketed by the guards. Most guards are willingto give discounts for all-day, monthly and yearlyBeijing Parking, ITDP-China 121 March 2015

The real-time occupancy board directing drivers to Zhonghai Guangchang’s off-street parking garage (picturedleft) only shows a vacancy of 30 spaces, where the real-time occupancy sign at the garage itself (pictured right)shows a total of 470 vacant spaces. The pictures were taken at the same time.Mechanical parking used for storage.Parking guards charge for legal parking on the rightside of the street, but also for illegal parking on the left.Parking guards give discounts to achieve 100% occupancyand maximum revenue. They leave no parkingspaces open and encourage illegal parking for whichthey charge driversA parking guard writes a receipt and is paid in cash bythe driver. Parking revenue and data on parking use areunknown to the government.Beijing Parking, ITDP-China 131 March 2015

parking, thereby ignoring the official price policies.As a result, the government receives no datafrom the parking operators on parking demand,occupancies and turnover and therefore has nodata to base parking policies and parking priceson.In the surveyed areas in Guomao, except fortaxi stops, no formal on-street parking whatsoeveris in place, although illegal on-street parking iscommon.For off-street parking more advanced systemsare in place, but this varies from building tobuilding. The most advanced off-street parkinggarages identified in the site visits have real-timeparking vacancy boards at the entrance of thepremises and some are connected to the real-timeparking vacancy boards that are found on thestreets. Although no surveys were done into this,several of these were found to show incorrectinformation, with actual vacancies much higherthan vacancies shown on the boards.In one off-street parking garage found, lightsabove each parking space indicate with green andred lights whether the parking space is occupied.This reduces circling inside the garage.Some parking garages were found to havetwo or three level mechanical parking, reducingthe required floor space for off-street parkingprovision. Many of these were not in use though.Possibly explanations are dysfunctional systemsor ample supply at more convenient on-groundspaces in the garage.Payment in off-street parking garages is donein cash, or in some instances with an RFID card,when exiting the parking garage. Fees are timebasedand calculated through a parking buildingspecificRFID card that is swiped when enteringand exiting.In most garages found, private parking spacescan be rented yearly, with spaces reserved forspecific cars only, indicated by plaques withlicense plate numbers.Beijing Parking, ITDP-China 141 March 2015

3. Beijing Case Studies

This section describes the case studies done indifferent parts of Beijing. The selected sites, surveymethodology, case study descriptions and resultsare presented.3.1 Case study site selectionThe team visited sites in many parts of Beijingand selected study areas for detailed surveys inareas with different land uses (commercial, office,residential – high-end, mid-end and hutong – andmixed land use) to document parking issues thatare representative for a large part of Beijing. Alldaysurveys, both for on-street and off-street wereheld at different locations in Beijing and shownbelow.Two main areas studied are Guang’anmen(Xicheng district) and Guomao (Chaoyangdistrict). Guomao is chosen as it is the centralbusiness district of Beijing with large investmentin new developments and extensive traffic congestion.Following BTRC’s suggestion, Guang’anmenwas chosen since parking reform is under planningin this area and recommendations for Beijingcould be included in this project.Other areas selected are the Cheniandianmechanical parking, Liufang metro station.Parking surveys were carried out during weekdaysin September and October 2014.3.2 Survey methodology3.2.1 On-street parkingGoal of the surveys is to document existing parkingpractices. Studied are:●●parking demand – documentation of thenumber of cars parking on different streetsthroughout the day;●●parking supply - documentation of thenumber of officially marked on-street andsetback parking supply per street section●●parking location – documentation of the locationof parked cars, distinguishing betweenon-street, sidewalk and setback;●●parking occupancies, turnovers and durationsare derived from the survey data above.Step 1: prepare routes and survey formsAll streets surveyed are divided up into 1 hourroutesfor each surveyor. Each route then isdivided up into sub-sections, with the border ofSelected sites for case studiesBeijing Parking, ITDP-China 161 March 2015

each sub-section at an intersection, landmark orshop.Step 2: conducting the on-site surveysSurveyors walk the same route every hour and foreach sub-section document the license plates ofall vehicles (last four digits). The location of everyparked vehicle is documented, distinguishingbetween parking on-street (between the curbs),on the sidewalk and on the setback. Surveys startat 7.00am and start the last round at 9.00pm,finishing around 10pm.Simultaneously, existing on-street and setbackparking supply for each section is documented.Step 3: survey data analysisFrom the parking demand and supply the occupancyis retrieved for every hour and every streetsection.From the license plate documentation theparking duration of each car is documented andbundled per street section. The turnover per parkingspace is obtained by comparing the parkingduration and parking supply. The parking locationis documented and presented per street section.OutputThe surveys provide insights into the parkingbehavior on every street section. The averageparking time is found, giving insights into theeffectiveness of the parking price. For instance,the severance of illegal parking (on sidewalks andmost setbacks) is found for each street section.Moreover, shortages and surpluses of vacant parkingspaces are mapped and help in reorganizingand balancing parking supply and demand.3.2.2 Off-street parkingGoal of the surveys is to document existing parkingpractices. Studied are:●●parking demand – documentation of thenumber of cars parking throughout the day;●●parking supply - documentation of thenumber of officially marked parking spaces●●parking occupancies, turnovers and durationsare derived from the survey data above.publicly accessible and of reasonable size.Step 2: conducting the surveyFor each off-street parking location, surveyors areassigned to every entrance/exit and document allincoming and outgoing cars. The time (5 minuteintervals) and license plate (last four digits)of every car entering and exiting the off-streetparking lot are documented, including the notewhether the car was entering or exiting. Thelicense plates of cars already in the parking lotsare documented before the survey starts. Parkingsupply is documented as well.Step 3: survey data analysisFrom the parking demand and supply the occupancyof the off-street parking location isretrieved throughout the entire day. Parking durationfor each car is obtained from the license platedocumentation. The turnover per parking space isobtained by comparing the parking duration andparking supply.OutputThe parking duration, occupancy and vacancy isderived from the survey results. Off-street parkingvacancy is important to accommodate excessdemand that currently parks on sidewalks andsetbacks.3.3 Case study resultsThe Guang’anmen area is described first, followedby Guomao (page 78) and Cheniandian andLiufanf areas (page 85).3.3.1 Guang’anmenThree areas in Guang’anmen were studied. TheLangqin area (page 19) is a residential area witha large shopping mall and office tower namedLangqin Guoji. The Yuanwuqu area (page 48) isan office and residential area with ground-floorshops. The Xinhe area (page 71) is a residentialcommunity with ground floor shops and oneoffice tower and tea market.Step 1: preparing locationsTo be of value to other drivers, off-street parkingbuildings selected for the survey need to beBeijing Parking, ITDP-China 171 March 2015

Guang’anmen -Xinhe areaGuang’anmen -Lanqin areaGuang’anmen -Yuanwuqu areaThree selected sites in Guang’anmen areaBeijing Parking, ITDP-China 181 March 2015

Langqin area survey summaryThe Langqin area is located in the north ofGuangwai Jiedao, bounded by Guangwai Dajie,Shoupakou Nanjie, Hongju Beijie and HongjuJie. The on-street survey from 7.00am-10.00pmshows that the parking demand in the area doesnot change much throughout the day, with thepeak parking demand between 8-9pm. There are217 formal parking spaces, which are priced andoperated, and 76 priced setback parking spaces.The total parking demand is higher than theformal on-street parking supply, for two reasons:(1) on-street parking spaces are not formalized onmany streets, although the existing street design,available space and current use allow for on-streetparking operation; (2) many vehicles park illegallyon sidewalks (15% of demand) and setbacks (18%of demand).The average parking duration is 5.02 hours,which is too high for on-street parking whichis rather intended for short-term parking ofmaximum 2-3 hours. If overnight parking wouldbe taken into account, this number would beeven higher. Of all vehicles parked, 42% is parkedfor over 2 hours, of which 20% for over 8 hours.Average turnover of parking spaces is fairly low at4.04 cars/parking space during survey hours.Of all surveyed street sections, 9 sections havepaid parking following official prices (althoughdiscounts can be negotiated with parking guards,especially for long-term parking), 1 section usesdifferent prices, 2 sections have no parking feeand illegal parking occurs at the other 8 sections.Langqin area parking location15%Langqin area parking duration11%11%18%20%12%67%One third of all drivers park on sidewalks and setbacks46%42% of drivers park on-street for over 2 hourson-streetsidewalksetback8 hrsThe highest on-street parking demand of 780 vehicles (PCU) occurs at 8pmBeijing Parking, ITDP-China 191 March 2015

Street name Code PageinreportOn-streetparkingsupply[spaces]Setbackparkingsupply[spaces]Parking profile in the Guang’anmen Langqin areaAvg. occupancy ofparking spaces-incl.sb&sw parking [% ofspaces occupied]Avg. turnover ofparking spaces[#cars/parkingspace/day]Maximumparkingdemand[cars]Time ofmaximumparkingdemandAvg.parkingduration[hours]Setback&Sidewalk parking[% of totaldemand]Hongju Jie HJNW 24 19 0 75% 4.1 20 12:00 3.87 18%Hongju Jie HJNE 25 12 0 137% 7.9 37 9:00 4.10 24%Hongju Dong Jie HDN 26 17 0 124% 7.4 27 10:00 4.16 13%Hongju Dong Jie HDS 27 0 50 136% 4.8 93 20:00 4.23 69%Hongju Jie HJME 28 19 0 57% 2.3 16 9:00 4.62 4%Hongju Jie HJMW 29 20 0 55% 1.6 31 11:00 5.50 50%Shoupakou Nan Jie SPNW 30 0 0 6 16:00 1.47 4%Shoupakou Nan Jie SPMW 31 0 0 70 21:00 5.01 52%Shoupakou Nan Jie SPME 32 0 0 38 21:00 5.67 16%Shoupakou Nan Jie SPNE 33 0 0 7 10:00 5.44 85%Hongju Bei Jie HBSE 34 31 0 120% 3.4 58 20:00 5.66 13%Guang'anmen Chezhan Xi Jie GZXJ 35 0 26 109% 2.4 47 20:00 5.94 86%Shoupakou Nan Jie SPS 36 0 0 5 20:00 4.93 18%Shoupakou Nan Jie SPM 37 0 0 31 12:00 4.14 6%Shoupakou Xi Yi Xiang SPXY 38 0 0 8 20:00 6.90 0%Hongju Bei Jie HBNE 39 51 0 90% 2.1 60 20:00 5.91 1%Hongju Jie HJSW 40 24 0 95% 4.7 65 19:00 5.31 35%Hongju Bei Jie HBNW 41 0 0 87 20:00 6.74 1%Hongju Bei Jie HBSW 42 0 0 104 20:00 6.07 7%Hongju Jie HJSE 43 24 0 106% 3.7 37 20:00 4.81 0%Total or Average 217 76 4.0 20.00 5.0The parking price in the area is not consistent,with some streets with a charge, some without,cheaper setback parking and free illegal parkingwith no enforcement. Moreover, if a street ischarged for, the price can be negotiated with theparking guard. As a result, setback parking, whichis cheaper, is very full and illegal, free parking iswidespread. Inconsistent parking prices encouragepeople to drive around searching for free orcheaper parking.Interviews with parking guards reveal that thoseon Hongju Jie work for a state-owned companyfrom which they buy formal receipts from theiremployer for 4,000 RMB, with which they generallylast two weeks, since few drivers ask for aformal receipt. They receive a small salary andmay pocket all parking revenue exceeding theirtarget. On Hongju Dongjie the parking guard,working for a different company, states he receivesa higher salary but needs to pass along all parkingrevenue to his company.They both charge for hourly parking accordingto the official price but eagerly offer discounts forlonger-term or monthly parking. Both mentionthat Traffic Police does not enforce parking onsidewalks and setbacks and they can therefore notcharge those drivers.Street codes (referred to in parking profile table (above)and street-by-street survey description)Beijing Parking, ITDP-China 201 March 2015

Above: supply of formal on-street and setback spaces/100mAbove: parking prices vary within the area, encouraging drivers to circle, looking for the cheapest place to park.Beijing Parking, ITDP-China 211 March 2015

The average parking duration in the entire area is high and on-street parking spaces used for longer than thedesired 2-3 hours, especially on Hongju Bei JieOverall parking demand is highest at 8pm, suggesting that most parking is residential and overnight, especiallyon Hongju Beijie and Shoupakou Nanjie. In the areas around Langqin Guoji, where more commercial and officeactiviteies are centered, parking demand tends to be higher during day-time.Beijing Parking, ITDP-China 221 March 2015

Above: illegal parking during the peak demand of 8pm. Especially Hongju Bei Jie and Shoupakou Nan Jie see highamounts of illegal parking. Formal on-street parking is currently lacking on Hongju Bei Jie, although road spacewould allow for it. On Shoupakou Nan Jie illegal parking mostly occurs on the sidewalk. This parking should berelocated to vacant on-street parking and underground parking in Langqin Guoji and Langqin Huayuan.Above: on-street parking vacancy during peak parking time. With proper enforcement in place, drivers can findvacant on-street parking spaces on the streets shown above. Real-time parking guidance systems can assist.Beijing Parking, ITDP-China 231 March 2015

Hongju Jie (northwest) - HJNWIndicator value unitOn-street supply 19 parking spacesAverage occupancy rate for on street parking spaces 75 %Turnover rate for on street parking spaces in 14 hours 4.1 timesMaximum demand (including illegal parking) 20 carsPeak parking time 12:00 mid-dayParking demand25201510507:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces100%90%80%70%60%50%40%30%20%10%0%100806040778 hrs7%9%11%20012518%55%On‐streetSetbackPedestrian way- 18% of vehicles parked illegally on sidewalk and setback, despite vacancy in on-street parking supply and adjacentoff-street parking lot in Langqin Guoji. 27% of vehicles park over 2 hours.Beijing Parking, ITDP-China 241 March 2015

Hongju Jie (northeast) - HJNEIndicator value unitOn-street supply 12 parking spacesAverage occupancy rate for on street parking spaces 137 %Turnover rate for on street parking spaces in 14 hours 7.9 timesMaximum demand (including illegal parking) 37 carsPeak parking time 9:00 AMParking demand40353025201510507:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey Time250%200%150%100%50%0%On‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces10090958 hrs8070603% 6%10%504013%30201021968%0On‐street Pedestrian way Setback- 22% of vehicles parked illegally on sidewalk and setback, despite vacancy in adjacent off-street parking lot in LangqinGuoji.Beijing Parking, ITDP-China 251 March 2015

Hong Ju Dongjie (north) - HDNIndicator value unitOn-street supply 17 parking spacesAverage occupancy rate for on street parking spaces 124 %Turnover rate for on street parking spaces in 14 hours 7.4 timesMaximum demand (including illegal parking) 27 carsPeak parking time 10:00 AMParking demand3025201510507:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey Time180%160%140%120%100%80%60%40%20%0%On‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces14012010080601258 hrs2%6%9%12%402015471%0On‐street Pedestrian way Setback- More parking spaces could be implemented if existing space is used better. 13% of vehicles park illegally on sidewalkand setback, despite vacancy in on-street parking supply and adjacent off-street parking lot in Langqin Guoji.Beijing Parking, ITDP-China 261 March 2015

Hongju Dong Jie (south) - HDSIndicator value unitSetback supply 50 parking spacesAverage occupancy rate for setback parking spaces 136 %Turnover rate for setback parking spaces in 14 hours 4.8 timesMaximum demand (including illegal parking) 93 carsPeak parking time 8:00 PMParking demand10090807060504030201007:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey Time160%140%120%100%80%60%40%20%0%On‐street Pedestrian way Setback Occupancy Rate of Setback parking spaces2502418 hrs20010%15011211%48%10016%500On‐street Pedestrian way Setback515%- Occupancy of setback parking is high and cars block shop entrances. 37% of vehicles park over 2 hours and thesetback parking price is much lower than on-street. With vacancy in the adjacent off-street parking lot in LangqinGuoji, the setback parking is proposed to be eliminated.Beijing Parking, ITDP-China 271 March 2015

Hongju Jie (middle east) - HJMEIndicator value unitOn-street supply 19 parking spacesAverage occupancy rate for on street parking spaces 57 %Turnover rate for on street parking spaces in 14 hours 2.3 timesMaximum demand (including illegal parking) 16 carsPeak parking time 9:00 AMParking demand1816141210864207:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces90%80%70%60%50%40%30%20%10%0%5040448 hrs10%30201001 1On‐street Pedestrian way Setback15%13%13%49%- Parking demand never exceeds supply and parking mostly occurs on-street, but 38% of vehicles park over 2 hours.Beijing Parking, ITDP-China 281 March 2015

Hongju Jie (middle west) - HJMWIndicator value unitOn-street supply 20 parking spacesAverage occupancy rate for on street parking spaces 55 %Turnover rate for on street parking spaces in 14 hours 1.6 timesMaximum demand (including illegal parking) 31 carsPeak parking time 11:00 AMParking demand353025201510507:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey Time80%70%60%50%40%30%20%10%0%On‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces35323025258 hrs2034%33%151075013%11%9%On‐street Pedestrian way Setback- Parking demand never exceeds supply, but half of the cars park on the setback and sidewalk where no parking fee ischarged. Enforcement of illegal parking would force drivers to park on-street. 57% of cars park over two hours.Beijing Parking, ITDP-China 291 March 2015

Shoupakou Nan Jie (northwest) - SPNWIndicator value unitOn-street supply 0 parking spacesMaximum demand (including illegal parking) 6 carsPeak parking time 4.00 PM76Parking demand5432107:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback25228 hrs205%4%4%0%1510501087%On‐street Pedestrian way Setback- Parking demand is low and mostly (92%) short-term. Separated bike lanes will force drivers to park elsewhere.Beijing Parking, ITDP-China 301 March 2015

Shoupakou Nan Jie (middle west) - SPMWParking demandIndicator value unitOn-street supply 0 parking spacesMaximum demand (including illegal parking) 70 carsPeak parking time 9:00 PM807060504030201007:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback1401201111218 hrs10016%8060408%16%47%200On‐street Pedestrian way Setback013%- Parking demand is high and no formal on-street parking exists. 52% parks on the sidewalk and 40% for over 2 hours.Formal on-street parking and better use of adjacent off-street parking in Langqin Huayuan residences and LangqinGuoji office building will solve this issue.Beijing Parking, ITDP-China 311 March 2015

Shoupakou Nan Jie (middle east) - SPMEParking demandIndicator value unitOn-street supply 0 parking spacesMaximum demand (including illegal parking) 38 carsPeak parking time 9:00 PM4540353025201510507:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback1008060808 hrs26%44%40201511%007%12%On‐street Pedestrian way Setback- Parking demand is high and no formal on-street parking exists. 44% parks for over 2 hours. Formal on-street parkingand better use of adjacent off-street parking in Langqin Huayuan residences and Langqin Guoji office building willsolve this issueBeijing Parking, ITDP-China 321 March 2015

Shoupakou Nan Jie (northeast) - SPNEParking demandIndicator value unitOn-street supply 0 parking spacesMaximum demand (including illegal parking) 7 carsPeak parking time 10:00 AM8765432107:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback128 hrs1010823%646%415%2218%8%0On‐street Pedestrian way Setback- Parking demand is low but mostly (77%) on the sidewalk. Separated bike lanes will force drivers to park elsewhere.Beijing Parking, ITDP-China 331 March 2015

Hongju Bei Jie (southeast) - HBSEIndicator value unitOn-street supply 31 parking spacesAverage occupancy rate for on street parking spaces 120 %Turnover rate for on street parking spaces in 14 hours 3.4 timesMaximum demand (including illegal parking) 58 carsPeak parking time 8:00 PMParking demand7060504030201007:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces180%160%140%120%100%80%60%40%20%0%1201001058 hrs806030%40%402010513%6%11%0On‐street Pedestrian way Setback- Parking demand and on-street space can be used more efficiently for more parking supply. 49% of vehicles is parkedover two hours and turnover is low (3.4 cars/parking space).Beijing Parking, ITDP-China 341 March 2015

Guang’anmen Chezhan Xi Jie - GZXJIndicator value unitSetback supply 26 parking spacesAverage occupancy rate for setback parking spaces 109 %Turnover rate for setback parking spaces in 14 hours 2.4 timesMaximum demand (including illegal parking) 47 carsPeak parking time 8:00 PMAmount of Parking504540353025201510507:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback Occupancy Rate of Setback parking spaces140%120%100%80%60%40%20%0%60628 hrs4031%22%20131914%0On‐street Pedestrian way Setback18%15%- Parking mostly occurs on the setback, but given that the ground floor use is of low-value and a continuous sidewalkis still provided, this setback parking can remain. 64% of vehicles is parked over two hours and turnover is very low(2.4 cars/parking space).Beijing Parking, ITDP-China 351 March 2015

Shoupakou Nan Jie (south) - SPSIndicator value unitOn-street supply 0 parking spacesMaximum demand (including illegal parking) 5 carsPeak parking time 8:00/8:00 AM&PM65Parking demand432107:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback1614148 hrs1210860%12%12%53%4323%200On‐street Pedestrian way Setback- Parking on this street is illegal and parking demand is low. Only 24% of vehicles is parked over 2 hours.Beijing Parking, ITDP-China 361 March 2015

Shoupakou Nan Jie (middle) - SPMParking demandIndicator value unitOn-street supply 0 parking spacesMaximum demand (including illegal parking) 31 carsPeak parking time 12:00/7:00 Mid-day and PM353025201510507:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback1401201288 hrs100807%7%10%604013%63%20080On‐street Pedestrian way Setback- Parking demand is high and no formal on-street parking exists. 94% parks on-street and only 14% for over 2 hours.Formal on-street parking will solve this issue.Beijing Parking, ITDP-China 371 March 2015

Shoupakou Xi Yi Xiang - SPXYIndicator value unitOn-street supply 0 parking spacesMaximum demand (including illegal parking) 8 carsPeak parking time 8:00 PMParking demand98765432107:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback109898 hrs0%7622%5432100 067%11%0%On‐street Pedestrian way Setback- Parking demand in this street is very low and mostly consist of tricycles. The existing situation can be maintained.Beijing Parking, ITDP-China 381 March 2015

Hongju Bei Jie (northeast) - HBNEIndicator value unitOn-street supply 51 parking spacesAverage occupancy rate for on street parking spaces 90 %Turnover rate for on street parking spaces in 14 hours 2.1 timesMaximum demand (including illegal parking) 60 carsPeak parking time 8:00 PMParking demand70605040302010140%120%100%80%60%40%20%07:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces0%1201001098 hrs806033%24%4012%2001 014%17%On‐street Pedestrian way Setback- Parking demand and on-street space can be used more efficiently for more parking supply. 64% of vehicles is parkedover two hours and turnover is very low (2.1 cars/parking space).Beijing Parking, ITDP-China 391 March 2015

Hongju Jie (southwest) - HJSWIndicator value unitOn-street supply 24 parking spacesAverage occupancy rate for on street parking spaces 95 %Turnover rate for on street parking spaces in 14 hours 4.7 timesMaximum demand (including illegal parking) 65 carsPeak parking time 7:00 PMParking demand7060504030201007:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces160%140%120%100%80%60%40%20%0%1201001138 hrs8021%60404610%55%201510%0On‐street Pedestrian way Setback4%- 31% of drivers parks for over four hours. Many drivers park on the sidewalk and setback (35%) even when on-streetoccupancy is under 60% and many spaces vacant.Beijing Parking, ITDP-China 401 March 2015

Hongju Bei Jie (northwest) - HBNWParking demandIndicator value unitOn-street supply 0 parking spacesMaximum demand (including illegal parking) 87 carsPeak parking time 8:00 PM88868482807876747270687:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback1601401201001388 hrs18%8060402001 0On‐street Pedestrian way Setback52%16%6%8%- On-street parking on this street is illegal but not enforced. Road space is available and already used for parking. Themajority of cars (51%) is parked for more than 8 hours though, leaving little space for short-term parking.Beijing Parking, ITDP-China 411 March 2015

Hongju Bei Jie (southwest) - HBSWIndicator value unitOn-street supply 0 parking spacesMaximum demand (including illegal parking) 104 carsPeak parking time 8:00 PMOn‐street Pedestrian way Setback120100Parking demand8060402007:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey Time2502002138 hrs15029%33%10050012413%13%12%On‐street Pedestrian way Setback- On-street parking on this street is illegal but not enforced. Road space is available and already used for parking. Themajority of cars (55%) is parked for more than 4 hours.Beijing Parking, ITDP-China 421 March 2015

Hongju Jie (southeast)- HJSEIndicator value unitOn-street supply 24 parking spacesAverage occupancy rate for on street parking spaces 106 %Turnover rate for on street parking spaces in 14 hours 3.7 timesMaximum demand (including illegal parking) 37 carsPeak parking time 8:00 PMParking demand40353025201510507:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey Time180%160%140%120%100%80%60%40%20%0%On‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces10090898 hrs807060504016%17%38%30201000 011%18%On‐street Pedestrian way Setback- All cars parked on this section park on-street. Much of the street has no formalized on-street parking, although roadspace permits and the entire section is lined by walls. 44% of drivers park over two hours and turnover is low at 3.7cars per parking space during survey hours.Beijing Parking, ITDP-China 431 March 2015

Langqin Guoji development(off-street parking at offices, mall, hotel)Site information:• Address: 1 Shoupakouqiao Nan Jie (bound by Guang’an Dajie, Hongju Dongjie, Shoupakou Nanjie, Hongju Jie)• Land use: office, retail (Tianhong Mall) and hotel (Hilton Double Tree)• Site area: 19,703 m 2• FAR: 7.04• Year of opening: 2006Source: Baidu (December 2014) at: http://baike.baidu.com/link?url=Xde77PDUqT_9ZC8__GulZ4kK1GT6YvpluZ3sskV9sraSE6iyrYjzAP6had4XlyZtMYYCvpNOYhb-B4e77RgeH_Setback parking results in poor appearance and ruins thepavement.B2 underground parking has vacancy, even during busiest hour.B3 underground parking is closed and empty.B3 underground parking is used for storage.Beijing Parking, ITDP-China 441 March 2015

Parking price:Parking duration (underground&setback):Time Underground Mall setbackHiltonsetback3%4%7:00-21:00 1.5 RMB/ 15 min 2 RMB/ 15 min 2 RMB/ 15 min10%21:00-7:00 2.5 RMB/0.5 hr 1 RMB/ 15 min 1 RMB/ 2 hrsMonthly 1200-1300RMB N/A N/A18%65%=8hrThe majority (65%) of parking in the undergroundand setback parking is under 1 hour. Only 7%parks over 4 hours.Parking survey results:The underground parking lot has two floors of parking (B2&B3). The lower floor (B3) is not in use and sits empty. Parkingoccupancy is highest at 45% at 11.35am. Even with B3 underground parking closed, current parking supply meets demandduring peak hours. Turnover per parking space is also low at 1.99.Indicator value unitB2 underground supply 271 parking spacesTotal supply (incl. setback, Hilton parking, B2&B3 underground) 578 parking spacesAverage occupancy rate for underground parking spaces 18.7 %Turnover rate for underground parking spaces in 14 hours 1.99 cars/parking spaceMaximum demand (total) 261 carsPeak parking time 11:35 AMParking occupancy (total site):700600500parking demand40030020010007:007:257:508:158:409:059:309:5510:2010:4511:1011:3512:0012:2512:5013:1513:4014:0514:3014:5515:2015:4516:1016:3517:0017:2517:5018:1518:4019:0519:3019:5520:2020:4521:1021:35occupancyunderground supply (B2 only, B3 closed)total supply (including B2, B3, hotel setback and mall setback)Beijing Parking, ITDP-China 451 March 2015

Langqin area parking analysisThe Langqin area faces high parking demand onstreets and illegal parking on streets, sidewalksand setbacks is frequent. The table below showsfor each section the parking demand, existingparking balance (i.e. shortage or vacancy of parkingspaces), the proposed on-street parking supply(as described on the next page) and the parkingbalance in the proposed on-street parking system.Some streets will have a shortage of parkingspaces, where others will have vacancy. At thesame time, numerous off-street parking spacesin the nearby Langqin Guoji development arevacant.This proves there is no shortage of parkingspaces, but the parking demand is distributedunevenly.Proper parking enforcement will force driversto make better use of existing vacancy and realtimeparking guidance systems can help directdrivers to vacant spaces. No additional off-streetparking facilities are required.There are a couple of other issues not taken intoaccount that prove there is no shortage of parkingspaces in the area:●●no other off-street parking facilities,such as the Langqin Huayuan residentialdevelopment, were studies, but additionalvacancies are expected in the area, whichcan serve drivers parking further away fromLangqin Guoji. Public access to off-streetparking, with parking sharing, is essential.●●When implementing a paid on-street parkingsystem drivers, parking demand will drop forseveral reasons. Some drivers will decide toshift travel mode and sell or relocate their car.Especially long-term parking will be affectedand move to off-street parking or areas outsidethe paid parking zones, where parkingis cheaper or free of charge and with no timelimits imposed. International experienceshows this drop in parking demand within thezone to be around 20-25%. Actual on-streetdemand in the Langqin area will therefore belower.The proposed on-street parking system first ofall makes better use of existing road space andlegalizes parking on most street sections that arealready used for parking illegally. The proposedstreets with on-street parking are shown inthe graph below. The total number of parkingspaces is shown as well. Additional bike lanes areincluded too (graph right), without reducing theroad capacity for car traffic.Street name Code On-streetparkingsupply[spaces]Setbackparkingsupply[spaces]Demand at area'smax. demandtime [cars]Balance (atarea's max.demand)[spaces]Proposedon-streetparkingsupply[spaces]Proposedsetbackparkingsupply[spaces]Type of parkingBalance forproposed supply(area's max.demand) [parkingspaces]Hongju Jie HJNW 19 0 17 2 22 0 Parallel 5Hongju Jie HJNE 12 0 16 (4) 21 0 Parallel 5Hongju Dong Jie HDN 17 0 20 (3) 31 0 Parallel 11Hongju Dong Jie HDS 0 50 93 (43) 50 0 Parallel (43)Hongju Jie HJME 19 0 13 6 29 0 Parallel 16Hongju Jie HJMW 20 0 19 1 25 0 Parallel 6Shoupakou Nan Jie SPNW 0 0 5 (5) 0 0 No parking (5)Shoupakou Nan Jie SPMW 0 0 65 (65) 43 0 Parallel (22)Shoupakou Nan Jie SPME 0 0 37 (37) 44 0 Parallel 7Shoupakou Nan Jie SPNE 0 0 5 (5) 20 0 Parallel 15Hongju Bei Jie HBSE 31 0 58 (27) 42 0 Perpendicular&parralel (16)Guang'anmen Chezhan Xi Jie GZXJ 0 26 47 (21) 0 26 Angled (21)Shoupakou Nan Jie SPS 0 0 5 (5) 18 0 Parallel 13Shoupakou Nan Jie SPM 0 0 28 (28) 29 0 Parallel 1Shoupakou Xi Yi Xiang SPXY 0 0 8 (8) 0 0 No parking (8)Hongju Bei Jie HBNE 51 0 60 (9) 59 0 Perpendicular (1)Hongju Jie HJSW 24 0 56 (32) 35 0 Parallel (21)Hongju Bei Jie HBNW 0 0 87 (87) 93 0 Perpendicular 6Hongju Bei Jie HBSW 0 0 104 (104) 95 0 Parallel (9)Hongju Jie HJSE 24 0 37 (13) 31 0 Parallel (6)Total or Average 217 76 780 (487) 687 26 Total balance: (67)Langqin Guoji vacancy: 377Total vacancy: 310Parking demand and proposed supply show there is only a small shortage of on-street parking spaces that caneasily be absorbed by off-street vacancy in Langqin Guoji. Note: red values in between brackets are negative.Beijing Parking, ITDP-China 461 March 2015

Above and below: location (graph above) and capacity(graph below) of the proposed on-street parkingspaces.Above: proposed bike lane networkBeijing Parking, ITDP-China 471 March 2015

Yuanwuqu area parking locationYuanwuqu area survey summaryThe Yuanwuqu area is located in the east ofGuangwai Jiedao, bounded by ChunshuguanJie, Guang’anmenwai Nan Jie, Yaziqiao Bei Jieand Guang’anmen Nan Binhe Lu. The on-streetsurvey from 7.00am-10.00pm shows that theparking demand in the area does not changemuch throughout the day, with the peak parkingdemand between 1-2pm. There are 235 formalon-street parking spaces, which are priced andoperated, and 87 formal setback parking spaces.The total parking demand is higher than theformal on-street parking supply, for two reasons:(1) on-street parking spaces are not formalized onmany streets, although the existing street design,available space and current use allow for on-streetparking operation; (2) vehicles park illegally onsidewalks (3% of demand) and setbacks (16% ofdemand).The average parking duration is 4.14 hours,which is too high for on-street parking whichis rather intended for short-term parking ofmaximum 2-3 hours. If overnight parking wouldbe taken into account, this number would be evenhigher. Of all vehicles parked, 44% are parkedfor over 2 hours, of which 14% for over 8 hours.Average turnover of parking spaces is fairly low at3.6 cars/parking space during survey hours.Most street sections have paid parking followingofficial prices (although discounts can be negotiatedwith parking guards, especially for long-termparking), but 3 sections have private setbackparking, 1 section is free and on 2 parking isforbidden. Illegal parking is common due to poorenforcement.16%3%81% of drivers park on-street. 16% parks on the setback,mostly along Guang’anmen Nan Binhe Lu. Sidewalkparking only Yuanwuqu accounts area for 3% parking of demand. duraton12%18%14%14%81%42%44% of vehicles are parked for over two hours, of which26% are parked for over 4 hours.on-streetsidewalksetback8 hrs450400350300306349369358 368 375403369353 352368 366 376 374 372322250PARKING DEMAND (PCU)2001501005007:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Parking demandformal on‐street&setback parking supplyThe highest on-street parking demand of 403 vehicles (PCU) occurs at 1pmBeijing Parking, ITDP-China 481 March 2015

Street name Code Page inreportOn-streetparkingsupply[spaces]Setbackparkingsupply[spaces]Parking profile in the Guang’anmen Yuanwuqu areaAvg. occupancy ofparking spaces-incl.sb&sw parking [% ofspaces occupied]Avg. turnover ofparking spaces[#cars/parkingspace/day]Maximumparkingdemand[cars]Time ofmaximumparkingdemandAvg.parkingduration[hours]Setback&Sidewalkparking [%of totaldemand]Guang'anmenwai Nan Jie GJNW 53 21 0 123% 4.5 31 19:00 5.21 0%Chunshuguan Jie CSGN 54 39 0 157% 4.2 69 8:00 5.74 0%Chunshuguan Jie CSGS 55 21 0 162% 4.3 38 7:00 5.42 0%Guang'anmenwai Nan Jie GJNE 56 24 0 94% 3.2 26 17:00 4.76 0%Nan unnamed Binhe Lu streetNBLN 57 2 0 7% 0.5 7 19:00 2.52 96%Nan unnamed Binhe Lu streetNBLS 58 0 5 80% 4.8 6 9:00 3.42 0%Guang'anmenwai Nan Jie GJME 59 12 0 72% 3.3 10 11:00 3.04 0%Guang'anmenwai Nan Jie GJMW 60 15 0 56% 2.6 11 21:00 3.04 0%Guang'anmen Nan Binhe Lu GNBN 61 0 48 56% 3.4 53 13:00 2.98 85%Guang'anmen Nan Binhe Lu GNBM 62 0 17 91% 6 29 12:00 2.35 70%Guang'anmen Nan Binhe Lu GNBS 63 0 17 58% 1.7 18 13:00 5.25 88%Yaziqiao Bei Jie YZQS 64 24 0 121% 3.1 37 9:00 5.43 23%Guang'anmenwai Nan Jie GJSW 65 14 0 194% 4.9 33 14:00 5.56 7%Yaziqiao Bei Jie YZQN 66 43 0 84% 2.3 41 20:00 5.21 0%Guang'anmenwai Nan Jie GJSE 67 20 0 135% 4.5 35 13:00 4.72 2%Guang'anmenwai Nan Jie GJSM 68 0 0 21 20:00 1.52 0%Total or Average 235 87 99% 3.6 13.00 4.14Right: street codes(referred to in parkingprofile table (above)and street-by-streetsurvey description)Beijing Parking, ITDP-China 491 March 2015

Above: supply of formal on-street and setback spaces/100mStreet name Code Parking price category hourly parkingGuang'anmenwai Nan Jie GJNW Official on-street parking priceChunshuguan Jie CSGN Official on-street parking priceChunshuguan Jie CSGS Official on-street parking priceGuang'anmenwai Nan Jie GJNE Official on-street parking priceNan unnamed Binhe Lu streetNBLN Free parkingNan unnamed Binhe Lu streetNBLS Parking forbiddenGuang'anmenwai Nan Jie GJME Official on-street parking priceGuang'anmenwai Nan Jie GJMW Official on-street parking priceGuang'anmen Nan Binhe Lu GNBN Private setback parkingGuang'anmen Nan Binhe Lu GNBM Private setback parkingGuang'anmen Nan Binhe Lu GNBS Private setback parkingYaziqiao Bei Jie YZQS Official on-street parking priceGuang'anmenwai Nan Jie GJSW Official on-street parking priceYaziqiao Bei Jie YZQN Official on-street parking priceGuang'anmenwai Nan Jie GJSE Official on-street parking priceGuang'anmenwai Nan Jie GJSM Parking forbiddenAbove: parking prices vary within the area, encouraging drivers to circle, looking for the cheapest place to park.Beijing Parking, ITDP-China 501 March 2015

The average parking duration on many streets in the area is high and on-street parking spaces used for longerthan the desired 2-3 hours.Overall parking demand is highest at 1pm, suggesting that most is employee parking, especially on Guang’anmenNan Binhe Lu and Chunshuguan Jie.Beijing Parking, ITDP-China 511 March 2015

Above: illegal parking during the peak demand of 1pm. Especially Chunsguguan Jie and the southern end ofGuang’anmen Wai Nan Jie see high amounts of illegal parking. This parking should be relocated to vacant onstreetparking (see below) and underground parking in Yuanwuqu residential area and Guidu Guoji Zhongxin(Guidu international center).Above: on-street parking vacancy during peak parking time. With proper enforcement in place, drivers can findvacant on-street parking spaces on the streets shown above. Real-time parking guidance systems can assist.Beijing Parking, ITDP-China 521 March 2015

Guangwai Nan Jie (northwest) - GJNWIndicator value unitOn-street supply 21 parking spacesAverage occupancy rate for on street parking spaces 123 %Turnover rate for on street parking spaces in 14 hours 4.5 timesMaximum demand (including illegal parking) 31 carsPeak parking time 7:00 PMAmount of Parking353025201510507:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey Time160%140%120%100%80%60%40%20%0%On‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces1008060948 hrs16%4013%49%2000 013%9%On‐street Pedestrian way Setback- Parking demand is high in this street, with an occupancy of over 100% for the entire day. All cars are parked on-streetbut 49 % of parking demand is less 1 hour, 29% parks is more than 4 hours.Beijing Parking, ITDP-China 531 March 2015

Chunshuguan Jie (north) - CSGNIndicator value unitOn-street supply 39 parking spacesAverage occupancy rate for on street parking spaces 157 %Turnover rate for on street parking spaces in 14 hours 4.2 timesMaximum demand (including illegal parking) 69 carsPeak parking time 8:00 AMAmount of Parking807060504030201007:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00200%150%100%50%0%Survey TimeOn‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces1801601658 hrs14012010027%30%8060402000 012%18%13%On‐street Pedestrian way Setback- Parking demand is high in this street, with an occupancy of over 100% for the entire day. All cars are parked on-streetbut 39 % of parking is over 4 hours. The parking guard mentions that parking is paid for monthly for employees insurrounding buildings.Beijing Parking, ITDP-China 541 March 2015

Chunshuguan Jie (south) - CSGSIndicator value unitOn-street supply 21 parking spacesAverage occupancy rate for on street parking spaces 162 %Turnover rate for on street parking spaces in 14 hours 4.3 timesMaximum demand (including illegal parking) 38 carsPeak parking time 7:00 AMAmount of Parking393837363534333231307:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces180%175%170%165%160%155%150%145%10080918 hrs6027%24%402000 1On‐street Pedestrian way Setback15%18%16%- Parking demand is high in this street, with an occupancy of over 150% for the entire day. All cars are parked on-streetbut 42 % of parking is over 4 hours. The parking guard mentions that parking is paid for monthly for employees insurrounding buildings, but the high night time parking demand also suggests the use for residential parking.Beijing Parking, ITDP-China 551 March 2015

Guangwai Nan Jie (northeast) - GJNEIndicator value unitOn-street supply 24 parking spacesAverage occupancy rate for on street parking spaces 94 %Turnover rate for on street parking spaces in 14 hours 3.2 timesMaximum demand (including illegal parking) 26 carsPeak parking time 12:00/5:00 mid-day/PMAmount of Parking3025201510507:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey Time120%100%80%60%40%20%0%On‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces80768 hrs706050403016%17%30%201000 017%20%On‐street Pedestrian way Setback- Parking demand is high in this street, with an occupancy nearing 100% for most of the day. All cars are parked onstreetbut 50 % of parking is over 2 hours, of which 33% over 4 hours. Turnover is low at 3.2 cars per parking spaceduring survey hours.Beijing Parking, ITDP-China 561 March 2015

Unnamed street (north) - NBLNunnamed street*Indicator value unitOn-street supply 2 parking spacesAverage occupancy rate for on street parking spaces 7 %Turnover rate for on street parking spaces in 14 hours 0.5 timesMaximum demand (including illegal parking) 7 carsPeak parking time 7:00 PMAmount of Parking8765432107:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey Time60%50%40%30%20%10%0%On‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces2520228 hrs0%1513%26%10501039%22%On‐street Pedestrian way Setback- Parking demand is low on this street and nearly all parking (93%) is illegal on the sidewalk. Bollards can guide driversto park on the sidewalk.* Note: "Unnamed street is referred to in some graphics as "Nanbinhe Lu". Thisstreet name is incorrect (it is actually unnamed), but the associated data is correct.Beijing Parking, ITDP-China 571 March 2015

Unnamed street (south) - NBLSunnamed street*IndicatorvalueunitOn-street supply 5 parking spacesAverage occupancy rate for on street parking spaces 80 %Turnover rate for on street parking spaces in 14 hours 4.8 timesMaximum demand (including illegal parking) 6 carsPeak parking time 9:00/1:00 AM/PMAmount of Parking765432107:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey Time140%120%100%80%60%40%20%0%On‐street Pedestrian way Setback Occupancy Rate of Setback parking spaces3025248 hrs2015104%17%4%46%500 0On‐street Pedestrian way Setback29%- Parking demand is low on this street and all parking is on the setback. Parking is mostly short-term (75% under twohours).* Note: "Unnamed street is referred to in some graphics as "Nanbinhe Lu". Thisstreet name is incorrect (it is actually unnamed), but the associated data is correct.Beijing Parking, ITDP-China 581 March 2015

Guangwai Nan Jie (middle east) - GJMEIndicator value unitOn-street supply 12 parking spacesAverage occupancy rate for on street parking spaces 72 %Turnover rate for on street parking spaces in 14 hours 3.3 timesMaximum demand (including illegal parking) 10 carsPeak parking time 7:00/11:00 AM/PMAmount of Parking1210864207:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces90%80%70%60%50%40%30%20%10%0%454035408 hrs0%30252030%40%1510500 020%10%On‐street Pedestrian way Setback- Parking supply is sufficient to meet demand all day, with an average occupancy of 72%. All cars are parked on-streetbut 30% of all cars still park over 4 hours and turnover is low at 3.3 cars per parking space during the surveyed hours.Beijing Parking, ITDP-China 591 March 2015

Guangwai Nan Jie (middle west) - GJMWIndicator value unitOn-street supply 15 parking spacesAverage occupancy rate for on street parking spaces 56 %Turnover rate for on street parking spaces in 14 hours 2.6 timesMaximum demand (including illegal parking) 11 carsPeak parking time 9:00 PMAmount of Parking1210864207:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces80%70%60%50%40%30%20%10%0%454035398 hrs0%30252028%39%1510500 023%10%On‐street Pedestrian way Setback- Parking supply is sufficient to meet demand all day, with an average occupancy of only 56%. All cars are parked onstreetbut 30% of all cars park over 4 hours and turnover is low at 3.3 cars/parking space during the surveyed hours.Beijing Parking, ITDP-China 601 March 2015

Guang’anmen Nan Binhe Lu (north) - GNBNIndicator value unitSetback supply 48 parking spacesAverage occupancy rate for setback parking spaces 56 %Turnover rate for setback parking spaces in 14 hours 3.4 timesMaximum demand (including illegal parking) 53 carsPeak parking time 1:00 PMAmount of Parking60504030201007:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback Occupancy Rate of Setback parking spaces120%100%80%60%40%20%0%1801601618 hrs1401207% 4%1008017%604020029414%58%On‐street Pedestrian way Setback- Nearly all cars (83%) are parked on the setback, but most parking (72%) is under two hours. The setback parking isorganized and has an occupancy of only 56%.Beijing Parking, ITDP-China 611 March 2015

Guang’anmen Nan Binhe Lu (middle) - GNBMIndicator value unitSetback supply 17 parking spacesAverage occupancy rate for setback parking spaces 91 %Turnover rate for setback parking spaces in 14 hours 6.0 timesMaximum demand (including illegal parking) 29 carsPeak parking time 11:00/12:00 AM/mid-dayAmount of Parking3530252015105140%120%100%80%60%40%20%07:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback Occupancy Rate of Setback parking spaces0%120100806040481028 hrs13%9% 6% 2%20010On‐street Pedestrian way Setback70%- Most cars (64%) are parked on the setback and 83% of parking is under two hours. The setback parking has anaverage occupancy of 91% and turnover is high at 6 cars/space during survey hours.Beijing Parking, ITDP-China 621 March 2015

Guang’anmen Nan Binhe Lu (south) - GNBSIndicator value unitSetback supply 17 parking spacesAverage occupancy rate for setback parking spaces 58 %Turnover rate for setback parking spaces in 14 hours 1.7 timesMaximum demand (including illegal parking) 18 carsPeak parking time 1:00/2:00 PMOn‐street Pedestrian way Setback Occupancy Rate of Setback parking spaces20100%Amount of Parking1510507:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:0080%60%40%20%0%Survey Time353025298 hrs2015164%19%47%105614%016%On‐street Pedestrian way Setback- Cars are mostly parked on the setback (57%) and sidewalk (31%) even though the setback parking has an occupancyof 58%. Turnover is extremely low at 1.7 cars/space during survey hours.Beijing Parking, ITDP-China 631 March 2015

Yaziqiao Bei Jie (south) - YZQSIndicator value unitOn-street supply 24 parking spacesAverage occupancy rate for on-street parking spaces 121 %Turnover rate for on-street parking spaces in 14 hours 3.1 timesMaximum demand (including illegal parking) 37 carsPeak parking time 9:00 PMAmount of Parking40353025201510507:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey Time140%120%100%80%60%40%20%0%On‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces807060758 hrs504022%34%30201018517%15%12%0On‐street Pedestrian way Setback- Parking demand is high on this section with an average occupancy of 121%. Cars are mostly (77%) parked on-street,turnover is low at 3.1 cars/space and 54% of drivers park over 4 hours.Beijing Parking, ITDP-China 641 March 2015

Guangwai Nan Jie (southwest) -GJSWIndicator value unitOn-street supply 14 parking spacesAverage occupancy rate for on street parking spaces 194 %Turnover rate for on street parking spaces in 14 hours 4.9 timesMaximum demand (including illegal parking) 33 carsPeak parking time 2:00 PMAmount of Parking353025201510507:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey Time250%200%150%100%50%0%On‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces8070698 hrs60504026%28%30201004116%23%7%On‐street Pedestrian way Setback- Parking demand is very high on this section, with occupancies exceeding 194% at all times, due to double parking.Turnover is high at 4.9 cars/space but most parking (64%) is over two hours. Nearly all parking (93%) is on-street.Beijing Parking, ITDP-China 651 March 2015

Yaziqiao Bei Jie (north) - YZQNIndicator value unitOn-street supply 43 parking spacesAverage occupancy rate for on street parking spaces 84 %Turnover rate for on street parking spaces in 14 hours 2.3 timesMaximum demand (including illegal parking) 41 carsPeak parking time 8:00/9:00 PMAmount of Parking4540353025201510507:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces120%100%80%60%40%20%0%120100998 hrs806026%22%402000 012%28%12%On‐street Pedestrian way Setback- Parking demand is high in this street, most of time the occupancy is more than 100%. 22% parking is less 1 hour, 38%parking is more than 4 hours.Beijing Parking, ITDP-China 661 March 2015

Guangwai Nan Jie (southeast) - GJSEIndicator value unitOn-street supply 20 parking spacesAverage occupancy rate for on street parking spaces 135 %Turnover rate for on street parking spaces in 14 hours 4.5 timesMaximum demand (including illegal parking) 35 carsPeak parking time 1:00/2:00 PMAmount of Parking40353025201510507:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey Time180%160%140%120%100%80%60%40%20%0%On‐street Pedestrian way Setback Occupancy Rate of On‐street parking spaces10080908 hrs6017%27%4014%2002 00%0%23%19%On‐street Pedestrian way Setback- Parking demand is very high on this section, with occupancies exceeding 100% at all times, due to double parking,with an average occupancy of 135%. Turnover is moderately high at 4.5 cars/space and all parking is on-street.Beijing Parking, ITDP-China 671 March 2015

Guangwai Nan Jie - GJSMIndicatorvalueunitOn-street supply 0 parking spacesMaximum demand (including illegal parking) 21 carsPeak parking time 8:00 PM25Amount of Parking201510507:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00Survey TimeOn‐street Pedestrian way Setback1009080706050403020100900 08 hrs0% 0%16%19%65%On‐street Pedestrian way Setback- Due to high parking demand and a road that is too wide for its traffic demand, two lanes of illegal parking in themiddle of Guangwai Nan Jie is common, especially at night. During day time, parking duration is short 84% parkingunder two hours.Beijing Parking, ITDP-China 681 March 2015

Yuanwuqu area parking analysisThe Yuanwuqu area faces high parking demandon streets and illegal parking on streets, sidewalksand setbacks is frequent. The table below showsfor each section the parking demand, existingparking balance (i.e. shortage or vacancy of parkingspaces), the proposed on-street parking supply(as described on the next page) and the parkingbalance in the proposed on-street parking system.Some streets will have a shortage of parkingspaces, where others will have vacancy. The sumis a vacancy of 11 parking spaces during the peakdemand time. This would be sufficient, but sincean 85% occupancy is aimed for, more vacancy isrequired, which can easily be found in the offstreetparking garages in adjacent developments,including Yuanwuqu, Guidu Guoji Zhongxin,Jinshie Yuan, Zhongtie Wuzi and Huaheng Dasha.This proves there is no shortage of parkingspaces, but the parking demand is distributedunevenly.Proper parking enforcement will force drivers tomake better use of existing vacancy and real-timeparking guidance systems can help direct driversto vacant spaces. No additional off-street parkingfacilities are required. Public access to these otheroff-street parking garages, with parking sharing,is essential. In fact, when implementing a paidon-street parking system, parking demand willdrop by 20-25%, as described in the Langqin areaparking analysis.Above: off-street vacancy in the Yuanwuqu undergroundparking garages. Parking lifts are barely if everused.Street name Code On-streetparkingsupply[spaces]Setbackparkingsupply[spaces]Demand atarea's max.demand time[cars]Balance (atarea'smaximumdemand)[spaces]Proposedon-streetparkingsupply[spaces]Proposedsetbackparkingsupply[spaces]Type of parkingBalance forproposed supply(area's max.demand) [parkingspaces]Guang'anmenwai Nan Jie GJNW 21 0 26 (5) 22 0 Parallel (4)Chunshuguan Jie CSGN 39 0 59 (20) 46 0 Perpendicular (13)Chunshuguan Jie CSGS 21 0 33 (12) 44 0 Perpendicular 11Guang'anmenwai Nan Jie GJNE 24 0 24 0 24 0 Perpendicular (0)Nan Binhe Lu NBLN 2 0 6 (4) 0 0 No parking (6)Nan Binhe Lu NBLS 0 5 6 (6) 0 0 No parking (6)Guang'anmenwai Nan Jie GJME 12 0 10 2 73 0 Perpendicular 63Guang'anmenwai Nan Jie GJMW 15 0 8 7 22 0 Parallel 14Guang'anmen Nan Binhe Lu GNBN 0 48 53 (5) 0 0 No parking (53)Guang'anmen Nan Binhe Lu GNBM 0 17 25 (8) 0 0 No parking (25)Guang'anmen Nan Binhe Lu GNBS 0 17 18 (1) 0 0 No parking (18)Yaziqiao Bei Jie YZQS 24 0 30 (6) 20 0 Parallel (10)Guang'anmenwai Nan Jie GJSW 14 0 32 (18) 47 0 Perpendicular 15Yaziqiao Bei Jie YZQN 43 0 37 6 47 0 Perpendicular 10Guang'anmenwai Nan Jie GJSE 20 0 35 (15) 71 0 Perpendicular 36Guang'anmenwai Nan Jie GJSM 0 0 1 (1) 0 0 Perpendicular (1)Total or Average 235 87 403 -86 414 0 Total balance: 11Parking demand and proposed supply show there is only a small shortage of on-street parking spaces that caneasily be absorbed by off-street vacancy in Yuanwuqu. Note: red values in between brackets are negative.Beijing Parking, ITDP-China 691 March 2015

The proposed on-street parking system first ofall makes better use of existing road space andlegalizes parking on most street sections that arealready used for parking illegally. The proposedstreets with on-street parking are shown inthe graph below. The total number of parkingspaces is shown as well. Additional bike lanes areincluded too (graph right), without reducing theroad capacity for car traffic.Above: proposed bike lane networkLeft and below: location (graph left) and capacity(graph below) of the proposed on-street parkingspaces.Beijing Parking, ITDP-China 701 March 2015

Xinhe areaXinhe Jiayuan is a residential development in the west of Guangwai Jiedao and is surrounded by four streets: ChamaBeijie, Malianidao Lu, Chama Jie and Chayuan Lu. The full-day on street survey shows high rates of illegal parking onstreets, sidewalks and setbacks, and high parking demand on the setback outside the building on the east and southside where parking is formalized. Parking demand fluctuates throughout the day with the peak demand at 3.30pm. Theunderground parking has high vacancies though and can absorb all illegal and setback parking demand.250parking demand20015010050151149 138128 144 159 144 157170185191 176172168 174 178 194195 178 163149141129154127 122 127 136121 131550total parking demandformal on-street parking supplyThe survey in the streets around Xinhe Jiayuan finds that 49% of the cars park on the setback, 47% of all parked vehiclespark on the street and 4% on the sidewalk. The survey also finds out that 61% of the cars park for less than 2 hours andthe average parking duration is 2.51 hours, which indicates that most of the cars parking here are for short-termparking. Therefore, if better enforcement is conducted, setback parking and sidewalk parking could be removed.Nevertheless, there is still quite a few long-term parking that 16% of the cars park for more than 8 hours, which is toolong for on street parking.49%47%on streetsidewalk16%10%13%39%8hrBeijing Parking, ITDP-China 711 March 2015

Chama Bei Jie (north side)Indicator value unitOn-street supply 55 parking spacesAverage occupancy rate for on street parking spaces 23.3% %Turnover rate for on street parking spaces in 14 hours 4.29 timesMaximum demand (including illegal parking) 81 carsPeak parking time 7:00 AMparking demand9080706050403020100557:007:308:008:309:009:3010:0010:3011:0011:3012:0012:3013:0013:3014:0014:3015:0015:3016:0016:3017:0017:3018:0018:3019:0019:3020:0020:3021:0021:30on street pedestrian way setback on street supply180160155=8hr14012010080999%22%38%604010%200121%on street pedestrian way setback- 61% of drivers parks in the on-street parking system, where 39% parks on the formal setbackparking. 31% of drivers park over four hourBeijing Parking, ITDP-China 721 March 2015

Maliandao Lu (east side)Indicator value unitOn-street supply 0 parking spacesMaximum demand (including illegal parking) 71 carsPeak parking time 11:30 AMparking demand807060504030201007:007:308:008:309:009:3010:0010:3011:0011:3012:0012:3013:0013:3014:0014:3015:0015:3016:0016:3017:0017:3018:0018:3019:0019:3020:0020:3021:0021:30on street pedestrian way setback1801601401201008060402001681466on street pedestrian way setback=8hr8%6%45%19%22%- There is no formal on-street supply on this section. Still 46% parks on-street. The setback has formal parking for cars,motorcycles and bikes. 67% of drivers park under 2 hours.Beijing Parking, ITDP-China 731 March 2015

Chama Jie (south side)Indicator value unitOn-street supply 0 parking spacesMaximum demand (including illegal parking) 29 carsPeak parking time 3:00 & 3:30 PMparking demand353025201510507:007:308:008:309:009:3010:0010:3011:0011:3012:0012:3013:0013:3014:0014:3015:0015:3016:0016:3017:0017:3018:0018:3019:0019:3020:0020:3021:0021:30on street pedestrian way setback6050403049=8hr16%18%21%20101118%27%0on street pedestrian way setback- There is no formal on-street supply on this section. Nonetheless 49% parks on-street; some on the bike lane and sometaking up one mixed traffic lane in the middle of the street. At the busiest time 29 cars park on the street, sidewalk andsetback combined. Drivers park long hours with 37% parking over 4 hours.Beijing Parking, ITDP-China 741 March 2015

Chayuan Lu (west side)Indicator value unitOn-street supply 0 parking spacesMaximum demand (including illegal parking) 49 carsPeak parking time7:30am &8:00pmAM & PM60parking demand504030201007:007:308:008:309:009:3010:0010:3011:0011:3012:0012:3013:0013:3014:0014:3015:0015:3016:0016:3017:0017:3018:0018:3019:0019:3020:0020:3021:0021:30on steet pedestrian way setback160140120100151=8hr6%15%80604027378%48%20023%on street pedestrian way setback- There is no formal on-street supply on this section. Nonetheless 70% parks on-street, taking up one mixed traffic lane. Atthe busiest time 49 cars park illegally on the street, sidewalk and setback combined.Beijing Parking, ITDP-China 751 March 2015

Xinhe Jiayuan (off-street parking at residential area)Site information:• Address: 15 Maliandao Lu, Guang’anmen• Land use: Residential• Households: 557 units• Year of opening: 2006• FAR: 3.2Source:http://baike.baidu.com/link?url=uc0V5n-KgCvX9A5DK6VPTCxpbH4BZGF2rp8g5s3an-0uls_KlS4DYUh9X3_0D5Mqv75cHQ5vPSoodYIUIrxJBaParking price:Parking duration:TimeOrdinaryparkingMechanical(2 nd level)9%3%First hour Free parking Free parkingFrom 2 nd hour 1 RMB/30min 1 RMB/30minMonthly 600 RMB 450 RMB44%3%13%=12:0044% of drivers park over 8 hours. Only 15% parks under two hours.Parking survey results:The parking lot is busiest at 9.40pm when 160 cars are parked, reaching an occupancy of 39%. Because the parking lot hassuch large vacancies, the second level of mechanical parking in many places is used for storage of goods. Turnover is low at 2.2cars/parking space during the survey hours between 7.00am and 10pm.Beijing Parking, ITDP-China 761 March 2015

Indicator value unitUnderground supply 415 parking spacesAverage occupancy rate for underground parking spaces 29.3 %Turnover rate for underground parking spaces in 14 hours 2.28 timesMaximum demand 160 carsPeak parking time 9:40 PMParking occupancy:500450400parking demand3503002502001501005006:557:107:257:407:558:208:358:509:109:309:5510:2511:1011:4512:2512:4013:3514:2514:5515:3015:5016:3016:5017:0517:2517:5018:0518:2018:3518:5019:0519:3519:5020:1020:2520:4021:1521:40occupancysupplyBeijing Parking, ITDP-China 771 March 2015

3.3.2 Guomao areaGuomao is the central business district ofBeijing. All-day parking surveys were conductedat Xincheng Guoji (residential), ZhonghaiGuangchang (office & mall) and Jinqiao (publicparking) and presented in this section. The areasare shown in the graph below.Below: Zhonghai GuangchangTop right: Xincheng GuojiBottom right: Jinqiao public parkingGuomao - Xincheng GuojiGuomao - Zhonghai GuangchangGuomao - JinqiaoBeijing Parking, ITDP-China 781 March 2015

Xincheng Guoji(off-street parking at residential, commercial)Site information:• Address: bound by Jintong Xilu, Jinghua Beijie, Jintong Donglu and Jinghuajie• Land use: High-end residential and commercial (serviced apartment & retail) mixed use• Site area: 105,000 m 2 , approximately 2,000 residential units• FAR: 3• Year of opening: staged: 2002, 2003, 2005, 2006Source: http://house.focus.cn/votehouse/298/xiangqing/Illegal parking on the setback affects urban design andreduces attractiveness to walking.Despite a vast underground parking lot, parking was built onthe setback.Most of the 2,202 underground parking spaces are empty.Hourly underground visitor parking is nearly empty.Beijing Parking, ITDP-China 791 March 2015

Parking price:Parking duration:TimeResidential Commercialunderground undergroundSetback7:00-21:00 1 RMB/ 15 min 1.5 RMB/ 15 min 1.5 RMB/ 15 min21:00-7:00 1 RMB/0.5 hr 2.5 RMB/ 30 min 2.5 RMB/ 2 hrsMonthly 1,200-1,300RMB N/A N/A11%8% 4%13%64%=8hrParking is fairly long (28% parking over fourhours) due to officesParking survey results:The underground parking lot is busiest overnight and at 7.00am has its maximum occupancy of 29% and a large section of thegarage is closed. Turnover is very low at 0.89 cars/parking space during the survey hours between 7.00am and 10pm. Due tothe existence of ground-floor shops and cafes, most parking (64%) is under one hour but note that overnight parking is notincluded in this calculation. The 57 setback parking spaces should be removed, this parking demand shifted to undergroundparking and the setback parking used for public space.Indicator value unitUnderground supply 2,202 parking spacesSetback supply 157 parking spacesAverage occupancy rate for all parking spaces 20 %Turnover rate for all parking spaces in 14 hours 0.89 timesMaximum demand 660 carsPeak parking time 7:00 AMParking occupancy:25002000Parking demand1500100050007:007:257:508:158:409:059:309:5510:2010:4511:1011:3512:0012:2512:5013:1513:4014:0514:3014:5515:1515:4016:0516:3016:5517:2017:4518:1018:3519:0019:2519:5020:1520:4021:0521:3021:55total occupancy (both underground and setback)underground parking supplyBeijing Parking, ITDP-China 801 March 2015

Zhonghai Guangchang(off-street parking at offices, mall)Site information:• Located in Guomao between Ganghuali and Guomao Gongyu, just north of Jianwai Da Jie• Land use: Office and Retail• Site area: 19,000 m 2• Floor area: 151,000 m 2• Year of opening: 2009Setback parking on the back of the site serves as a site fordeliveries and short-term parking and provides access to theunderground parking garage.Real-time occupancy signs on Jianwai Da Jie direct driversto vacant parking at Zhonghai Guangchang. The numberdisplayed is much lower than actual vacancy though.The lower floors of Zhonghai Guangchang are virtually empty.Large funds are wasted on unused parking spaceBeijing Parking, ITDP-China 811 March 2015

Parking price:Parking duration:TimeUnderground parking7:00-21:00 2 RMB/ 15 min21:00-7:00 1 RMB/2hrsMonthly unknown15%23%13%24%25%8:00Parking duration is longer (28% parking over four hours) due to officesParking survey results:The underground parking lot is busiest at 12.45pm when 320 cars are parked, reaching an occupancy of 45%. The lowest floorof parking remains virtually empty for the entire day. Turnover is very low at 0.9 cars/parking space during the survey hoursbetween 7.00am and 10pm.Indicator value unitUnderground supply 704 parking spacesAverage occupancy rate for all parking spaces 35.7 20 %Turnover rate for all parking spaces in 14 hours 0.9 timesMaximum demand 320 carsPeak parking time 12:45 PMParking occupancy:parking demand100090080070060050040030020010007:007:257:508:158:409:059:309:5510:2010:4511:1011:3512:0012:2512:5013:1513:4014:0514:3014:5515:2015:4516:1016:3517:0017:2517:5018:1518:4019:0519:3019:5520:2020:4521:1021:3522:00occupancytotal underground parking spacesBeijing Parking, ITDP-China 821 March 2015

Jinqiao parking(public off-street parking)Site information:• Address: under Guomao overpass, just north of Guomao metro station• Official land use: Road. One section is also used for bus parking.Jinqiao off-street parking is located underneath the thirdring road and publicly accessible.The northern section of the underground parking is emptyand sometimes used for bus parking.Across the street from Jinqiao off-street parking, on the rightside of the picture, cars park illegally on the bike lane.The pedestrian crossing at the entrance to Jinqiao off-streetparking is blocked by vehicles unwilling to park inside the lot.Beijing Parking, ITDP-China 831 March 2015

Parking price:Parking duration:Time periodParking price10%HourlyMonthly5 RMB/hour600 RMB/month6%44% =8hr22%44% of drivers park over 8 hours. Only 16% parks under two hours.Parking survey results:Parking demand during office hours is fairly stable, indicating many employees park here throughout the day. The parking lotis busiest at 2.45pm when 61 cars are parked, reaching an occupancy of 42%. Turnover is very low at 0.45 cars/parking spaceduring the survey hours between 7.00am and 10pm. Drivers currently parking on the bike lane right outside the Jinqiaoparking lot, can easily find a vacant parking space here.Indicator value unitSupply 145 parking spacesAverage occupancy rate for all parking spaces 29.4 %Turnover rate for all parking spaces in 14 hours 0.43 timesMaximum demand 61 carsPeak parking time 2:35 PMParking occupancy:160140parking demand1201008060402007:007:257:508:158:409:059:309:5510:2010:4511:1011:3512:0012:2512:5013:1513:4014:0514:3014:5515:2015:4516:1016:3517:0017:2517:5018:1518:4019:0519:3019:5520:2020:4521:1021:3522:00occupancyparking supplyBeijing Parking, ITDP-China 841 March 2015

3.3.3 Cheniandian Hutongmechanical parkingThe mechanical parking lot in CheniandianHutong was initiated and financed by theDongcheng district and opened in mid-2012.It was the first mechanical parking lot in thehutongs of Beijing and aimed at solving chaoticparking in the hutong’s alleyways, in this areaeast of Houhai Lake. The underground parkinghas four storeys (3 floors underground, 1 flooron-ground) and consists of 193 parking spacesat two adjacent sites. It charges 300 RMB/monthfor the Hutong’s residents and 800 RMB/monthor 2 RMB/15min for outsiders. Operation isdone by Dongfang Jielu parking managment, astate-owned company. Users need an RFID cardto activate the machine that lifts cars in and out ofthe lots.The Planning Bureau never approved theconstruction, because the parking lots are built onspace designated for road use, but the Dongchengdistrict government pushed it through by classifyingit as ‘temporary parking spaces’. The BeijingPlanning Society claims the costs were 22,000RMB per parking space. The project team suspectsthat the actual costs are significantly higher andthe opportunity costs of valuable downtown spaceis also not taken into account.Aerial view of Cheniandian mechanical parkingSource: Beijing Urban Planning Society (2012),Dongcheng district Cheniandian parking building, inBeijing City Planning Formation magazineAerial view shows mechanical lifts with four parkingspaces (in yellow), on-ground parking spaces (in lightred) and directions for entrance (bright red) and exit(blue)Source: Beijing Urban Planning Society (2012),Dongcheng district Cheniandian parking building, inBeijing City Planning Formation magazineEach lift contains four parking spaces, of which one atground floorMany vacancies were identified in the mechanicalparking lot, where the illegal parking outside proved tobe fullBeijing Parking, ITDP-China 851 March 2015

Survey resultsSurveys were performed at the entire parking lotbetween 5.30am and 10pm. Turnover of parkingspaces was very low, with only 119 movementsduring the survey period, resulting in a turnoverof only 0.62 cars/space. Of all cars driving out andin, or in and out, of the parking lot, 22% parkedover 4 hours. 54% parked under two hours.Due to the low turnover, most parking lots werenever seen fully lifted up. The parking guardsclaim not to be able to see the actual occupancyof each parking space and are unaware of whichparking space is rented out. As a result the actualoccupancy at the start and finish of the surveyis unknown. It is known that multiple parkingspaces very vacant on-ground at the start of thesurvey and remained so throughout the day andthat the lifts that did go up throughout the dayshowed vacancies. Based on extrapolation ofuseful survey data the maximum occupancy is53%.On the other hand, parking demand rightoutside off-street parking lot remained highthroughout the day. This parking is illegal butunenforced.What the Cheniandian mechanical parkinghas done is attract more traffic and parking,rather than solve the problem of chaotic parkingin the hutong.3.3.4 Liufang metro station areaParking facilities are provided on the western andeastern sides of Liufang metro station on metroline 13 in northern central Beijing.On the western side 21 parking spaces arelocated on the setback and three car parkingspaces are in use for bike parking. The operatorof the P+R facility is Jinglianshunda, supervisedby the Chaoyang district. Parking prices for P+Rfacilities, as set by the Development & ReformCommittee, are not followed according to theparking guards. On the western side drivers arecharged 2 RMB/15min (from 7am-9pm), 0.5RMB/hour (from 9pm-7am) or 20-25 RMB/day.Staff from the metro company park for free.On the eastern side 15 parking spaces arelocated on the sidewalk and setback and threecar parking spaces are in use for bike parking.The operator is Gonglianshunda. Parking pricesfor P+R facilities, as set by the Development &Reform Committee are not followed, accordingto the parking guards. On the eastern side driversare charged according to the official on-streetparking prices for Beijing’s central zone, whichare 2.5 RMB/15min for the first hour and 3.75RMB/15min for the following hours. Monthlyprices can be negotiated with the parking guard.Parking guards use locks to reserve parkingspaces for drivers with monthly rents.8%14%24%24%30%=8hrParking duration in Cheniandian hutong mechanicalparking lot. 54% is parking under two hours, with 22%parking over 4 hours.metro stationParking at Liufang metro station entrancesparkingBeijing Parking, ITDP-China 861 March 2015

Parked cars block Liufang metro station entrance (west)West entranceBoth on the western and eastern side cars park onthe sidewalk and setback, preventing conveniententrance into the Liufang metro building. Spacesare demarcated illegally and charged for by parkingguards at the site. Parking demand is highestfrom 11am-1pm.On the western side several of the cars belongto staff working at the Liufang and Dongzhimenmetro stations, according to the parking guardson duty at the time of the survey. A survey onparking purpose was conducted and found that63% of drivers parking outside the metro stationwas working nearby, 8% was living in the vicinityand 24% went on errands.24%0%80Parking demand (west)705%608%63%504030201007.008.009.0010.0011.0012.0013.0014.0015.0016.0017.0018.0019.0020.0021.00Parking demandParking purpose at western side of Liufang stationParking demand at western side of Liufang stationBeijing Parking, ITDP-China 871 March 2015

Parked cars block Liufang metro station entrance (east)East entranceOn the eastern side most of the parking spacesare reserved for monthly parking by employees ofcompanies located on the first three floors of theXintiandi building, adjacent to the metro station,according to parking guards on duty at the timeof the survey. Parking spot are reserved with theorange tools shown in the pictures below. Parkingdemand is highest from 11-12am.A survey on parking purpose was conductedon the eastern side as well and found that 60% ofdrivers parking outside the metro station wereworking nearby, 15% was living in the vicinity,13% parked temporarily for pick up and drop offand 10% went on errands.60Parking demand (east)504030201007.008.009.0010.0011.0012.0013.0014.0015.0016.0017.0018.0019.0020.0021.00Parking demandReserved parking for employees of adjacent offices (east) Parking demand at eastern side of Liufang stationBeijing Parking, ITDP-China 881 March 2015

3.4 Survey results summaryIn the on-street, off-street and setback parkingsurveys in three areas in Guang’anmen, three sitesin Guomao and in Cheniandian and Liufuang, thefollowing results were found:●●While on-street parking occupancies are highand illegal parking on streets, sidewalks andsetbacks rampant, vast amounts of vacantparking spaces are found in adjacent ornearby off-street parking facilities. Parking onsidewalks and setbacks accounts for 67% of allparking demand in the Langqin area. In theYuanwuqu area this is 19% and in Xinhe 53%.Average vacancy in the off-street parking lotswere 81.3% in Langqin Guoji, 70.7% in XinheJiayuan, 80% in Xingcheng Guoji, 64.3%Zhonghai Guangchang and 70.6% in Jinqiao.Each of these had large vacancies during peakon-street parking demand hours as well.●●The areas’ parking supply is higher than theparking demand. The problem of parking inthese areas is not a lack of parking spaces buta lack of parking management. Vacancies inoff-street parking facilities can be utilized tohost illegally parked cars on streets, sidewalksand setbacks. A better designed and enforcedon-street parking system, with paid parkingon all streets, can facilitate short-term parkingand allows for car-free sidewalks and setbacksand bike lanes on most streets. Some streetshad no parking fees imposed and others werecheaper, especially in the Langqin area.●●The parking price policy is not working properly,with parking prices that are negotiatedwith the parking attendants and discountedfrom the official price. This also discouragesdrivers to use vacant spaces in off-streetparking. Moreover the parking revenue is nottransparent, with no access to this informationby the government.●●The parking zones are too large to effectivelydiscourage drivers from driving to highdemandareas and streets within these zones.●●Traffic as well as cyclists and pedestrians areslowed down by illegally parked vehicles.Enforcement action against illegal parking israrely taken.●●A large share of parked vehicles parks formore than three hours. In Langqin 46%of vehicles are parked over two hours. InYuanwuqu this is 44% and in Xinhe 39%. Theaverage parking duration in Langqin is 5.02hours, in Yuanwuqu 4.14 hours and in Xinhe2.51 hours. The turnover of parking spaces isalso low at only 4.0 cars/parking space/day inLangqin and 3.6 in Yuanwuqu. Without timelimits for on-street parking, these vehiclesreduce the availability of vacant parkingspaces and cause cruising for parking, addingto more traffic on the streets.●●The on-street parking systems lack moderntechnology, resulting in a lack of data on parkingdemand, occupancy, turnover and traffic.Parking revenue is not monitored. The currentparking system cannot be integrated withfuture smart traffic systems.Beijing Parking, ITDP-China 891 March 2015

4. Parking Problem Analysis

Based on the policies and surveys, this chapteranalyses the parking problems in Beijing.4.1 Parking strategies andpoliciesWith fast growing car ownership, parking hasquickly become a major problem for Beijing.Some of the parking policies are good, but actualimplementation of these policies has not happenedor is poorly executed. There is no publictransport priority when buses are stuck in trafficjams caused by private car use. Some policiescontradict each other: guiding car traffic awayfrom central areas cannot be achieved when abundantoff-street parking is supplied in central areas.High parking prices, with differentiations perarea, are good on paper, but in reality drivers paymuch less as they negotiate prices with the parkingguards. A parking cap in the city center wasnever implemented, nor was the use of moderntechnology for on-street parking. Attractingprivate investment in off-street parking supplyhas proven unrealistic when drivers can park forfree on streets because paid parking is lacking orillegal parking not enforced.Other policies such as P+R facilities are costlywith only limited effects. The Liufang P+R parkingwas heavily used by residents and employeesliving and working in the vicinity, but not byanyone who used the metro. P+R facilities requirevast amounts of land in expensive areas (given itsproximity to metro stations) that should ratherbe used for transit-oriented development (TOD).Furthermore, besides the investment costs forhaving these facilities built, the city governmentdaily spends 6.89 RMB per P+R space to subsidizeoperational costs of P+R spaces, totaling to 25million RMB in 2014.Instead of using parking as a tool to restrictcar use, especially in central areas, Beijing governmentshave rather sought to solve parkingproblems by increasing the supply of off-streetparking. There are three major problems with thisapproach.1. The government is not responsible for theprovision of ample parkingA parking space is a commodity, not a fundamentalright. The government is not responsible forproviding ample parking to residents. Instead, thegovernment is responsible for well-organized trafficand streets, if possible with on-street parking,and the provision of transport systems, includingpublic transport and walking and cycling infrastructure.It is also responsible for setting the rightpolicies for off-street parking supply in which realestate developers and private investors play animportant role. Finding a parking space is mainlythe driver’s own responsibility and the space isto be rented from the government (on-street) orbuilding operator (private off-street) at a pricethat reflects its value and enforces the government’stargets for traffic reduction.It is important to realizethat a parking space is acommodity, not a fundamentalright. An onstreetparking space ison government land andessentially belongs to allpeople. The governmentcan decide to allocatestreet space for on-streetparking, but that needsto come at a price (rent)to its users. It is not thegovernment’s responsibilityto provide everyonewith a parking space.Beijing Parking, ITDP-China 911 March 2015

2. More parking supply leads to more parkingdemandThe government for too long has not addressedon-street and illegal parking, allowed theconstruction of abundant parking in off-streetbuildings and even built off-street parking itself.This makes parking, and therefore driving a car,convenient and is only incentivizing increased caruse, further exacerbating traffic congestion problems.Beijing needs to break out of this viciouscircle.More parkingdemandCar-orientedtransportplanningDegradation ofalternative traveloptionsIncreased carownershipDisperseddevelopmentpatternsCar-oriented landuse planningIncreased parkingsupplyGreen-fielddevelopment andsuburbanizationIncreasedcar trafficNew parkingsupplyReducedtraveloptionsFast, convenientand cheapparkingSupplying more parking cannot solve parking demandBuilding more off-street parking is not a solution;it may solve the problem for a short while,while at the cost of more traffic and resources(land & financial), but the parking problem willinevitably come back, only as a bigger problem.Moreover, building more parking and more andSolving perceived parking shortages on some streetswith building more parking will inevitably lead to moretraffic, more congestion, suburbanization and cardependency. Instead, a more restrictive approach toparking is needed where existing supply is used moreefficiently and pricing controls demand for parking.Off-street parking in residential area in Guang’anmenled to scattered urban development, degrading thequality of lifeBeijing Parking, ITDP-China 921 March 2015

wider roads leads to dispersed developmentpatterns and reduced travel options that lead toincreased car ownership and car use.In an effort to balance supply and demand forparking spaces, the government has only workedon the providing more supply, whereas reducingdemand is the preferred solution. Reducingdemand is done by setting high prices, enforceillegal parking and reduce, or at least cap, thenumber of off-street parking spaces.3. Managing on-street and illegal parking areignoredSurveys show chaotic streets with high parkingoccupancies and frequent illegal parking, whileadjacent off-street parking lots show high vacancies.This is not surprising, since few streets havepaid parking operation and illegal parking is notproperly enforced, resulting in drivers parkingon-street for free. Beijing’s strategy of buildingmore off-street parking is therefore ineffective anda waste of government’s budgets, without organizingpaid on-street parking, with formal prices,and enforcement of illegal parking first. On-streetDrivers parkon-street insteadHigh vacancies inparking buildings,due to poor on-streetenforcement andhigher parking priceChaoticstreets“We needmore off-streetparking!”Constructionof new parkingbuildingsHigh investment& operation costsfor governmentor privateinvestorPaid on-street parking and increased parking enforcementis needed in Beijing before new off-street parkingis necessaryparking management is also expected to stimulateprivate investment in the provision of off-streetparking, especially for all-day parking demand.4.2 On-street parkingAs mentioned in the previous section, somestreets have paid parking where others are free.This leads to high occupancies and low turnoverin streets without a parking fee and low occupanciesin streets with a parking fee. Also the parkingzones are far too large, with the entire third ringroad as the most expensive zone, which does notsteer parking demand away from the most importantareas within the third ring road. Driverscircle the blocks, looking for vacant parking spaceat low speeds and stop-and-go behavior, slowingdown other traffic and adding to pollution, noiseand danger to people.Furthermore, on many of Beijing’s streets theallocation of parking spaces is unclear. Parkingspaces are illegally drawn by operators on streets,some on bike lanes and some not even drawn atall, and parking fees charged.The use of primitive on-street parking systemsresult in large leakage of parking revenue intoprivate pockets. CCTV did a recent researchinto parking revenues and found that contractsbetween city governments and city-wide parkingoperators jointly secure 300 million RMB annuallyfor the right to operate on-street parking, butonly pay 20-30 million RMB. Moreover, the currenton-street parking system provides no serviceto drivers and no insights into parking demand,occupancies and turnover to the government, onwhich proper parking policies should be based.4.3 Parking enforcementIllegal parking is abundant in Beijing due to poorenforcement. Illegal parking on setbacks andsidewalks cause problems for pedestrians who areforced to squeeze through parked cars, and businesses(shops & restaurants) who are less visibleand access become more difficult. Bike lanes areoften blocked by parked cars, leaving cyclists toshare to street with mixed traffic. Given the largenumbers of illegally parked cars without fines,it can be concluded that parking enforcement ispoorly executed, which was confirmed by parkingBeijing Parking, ITDP-China 931 March 2015

Comparison of Beijing’s vs. best practice on-street parking systemPriceZoningPaymentoptionsOperationEnforcementGovernmentrevenueTraffic DemandManagementSetbackparkingBeijing on-street parking systemPrice is negotiable with the guard andheavy discounts given for long-term(office & residential) parking. This leads toovercrowded streets and no disincentivesto drive.No comprehensive parking zonesimplemented, so demand is not directedaway from valuable areas. Many streetseven have free parking.Cash.Guards having assigned the operationof a certain amount of parking spaces,resulting in high human resource costsand ‘deals’ between guards and drivers.Traffic police hardly enforces, resulting inabundant illegal parking.Near to nothing.Information on parking demand,occupancy, vacancy, turnover and revenueis unknown to the governmentFrequent, making walking and buildingaccess difficult.Best practice on-street parking systemHigh enough to manage demand, resultingin short-term parking and sufficient onstreetparking vacancy.Price is set based on occupancy, spreadingdemand among available spaces.Cell-phone, pre-paid card, bank card, creditcard, cash.Efficient operation, integrated with datasharing and enforcement.Strict enforcement (usually by operator)and high fines, resulting in compliance toparking regulations.Substantial, financing other transportationsystems.Because of the use of high-technologysoftware and hardware, the governmentknows the parking demand, occupancy,vacancy, turnover and revenue and uses itfor traffic demand management purposesand in communication with the public.Not allowed and not practiced, creatingpleasant environments where residents andbusinesses thrive.Street in Guang’anmen area. Illegal, unpaid parking occurs on the bike lane, whilepaid parking 50 meters ahead is emptyBeijing Parking, ITDP-China 941 March 2015

Sidewalks and setbacks have turned into formalizedparking lots and driveways.On-street parking spaces used for recycling purposesBeijing Parking, ITDP-China 951 March 2015

Paid on-street parking is not used, whereas free, illegal parking on sidewalk and setback prove popular. In fact,the on-street parking spaces, demarcated with red lines are drawn illegally by the parking operator and are notapproved by the Traffic Police.Beijing Parking, ITDP-China 961 March 2015

Illegal parking on bike lanes.Parked cars at intersections make crossing the street ahassle for pedestrians.guards.Parking violations can be separated in twocategories:●●Non-compliance to parking fee payment.●●Parking in a location where parking is not allowed,such as mixed traffic lanes, bike lanes,and sidewalksEnforcement of the former is in the handsof parking operators and is handled well, sincethere is a strong incentive for the operator tocharge for parking. For the latter the Traffic Police(mixed traffic lanes and bike lanes) and UrbanManagement Office (sidewalks) are responsible.The Urban Management Office does not finefor illegal parking and the Traffic Police has noincentive, and therefore manpower, to enforceeffectively. All fines from the Traffic Police arepaid into the Municipal Finance Departmentbank accounts, of which the Traffic Police doesnot share any revenue.Parking sign does not prevent illegal parking on streetand sidewalk.Cars drive and park on sidewalk.Beijing Parking, ITDP-China 971 March 2015

Jinsong setback case studyA survey was undertaken at exit C of Jinsongmetro station on Wednesday 20 August 2014from 11.35-11.50am. Two vehicles blockedthe entire setback where restaurants, a bankand shops are located. During the survey 530pedestrians and 5 bicycles were observedwalking or cycling on the setback, trying tosqueeze past the two parked vehicles. Thehigh number of people affected clearly showsthat parking on setbacks is undesirable inthis location.Empty off-street parking garage.Two cars parked on the setback block passage of530 pedestrians and five cyclistsEmpty off-street parking used for storage.4.4 Off-street parkingWhen illegal parking is easy and on-street parkingcheap, there is little incentive for drivers topark off-street. It also deters private investorsfrom supplying off-street parking. The Beijinggovernment even uses its own budgets to fundoff-street parking garages and incentives developerswith 5,000 RMB per parking space provided.Government funds should rather be used forconstruction alternatives to driving includingOn-street parking is full, where real-time parking occupancyboards shows large vacancies in nearby offstreetparking garages.Beijing Parking, ITDP-China 981 March 2015

Public space in residential communities have turnedinto parking lots.Public space in residential communities have turnedinto parking lots.Parking supply in recently opened residential developments within the third ring roadResidential parking supplyName NameYear ofopening Units#parkingspaces#parkingspaces/unitNaga 上 院 Naga Shangyuan 2007 99 248 2.51国 瑞 紫 金 台 Guorui Zijintai 2013 323 772 2.39玺 源 台 Xiyuan Tai 2013 719 1110 1.54御 金 台 Yujin Tai 2008 180 270 1.50世 茂 ∙ 工 三 Shimao Gongsan 2011 504 726 1.44屯 三 里 Tun Sanli 2011 828 1024 1.24朱 雀 门 Zhuque Men 2013 776 942 1.21远 洋 新 干 线 Yuanyang Xinganxian 2005 1121 1289 1.15首 开 铂 郡 Shoukai Bojun 2013 641 641 1.00缘 溪 堂 Yuanxi Tang 2008 300 300 1.00西 单 上 国 阙 Xidan Shangguoque 2010 82 82 1.00铂 晶 豪 庭 Bojin Haoting 2010 90 90 1.00励 骏 华 庭 Lijun Huating 2008 126 126 1.00和 平 大 道 Heping Dadao 2012 328 328 1.00世 茂 宫 园 Shimao Gongyuan 2011 202 198 0.98西 城 晶 华 Xicheng Jinghua 2008 834 810 0.97世 界 城 Shijie Cheng 2008 719 538 0.75地 杰 长 安 驿 Dijie Chang'an Duo 2013 968 721 0.74前 门 前 Qianmen Qian 2009 426 314 0.74保 利 蔷 薇 Baoli Qiangwei 2006 713 500 0.70中 海 紫 御 公 馆 Zhonghai Ziyu Gongguan 2008 2200 1500 0.68海 赋 国 际 Haifu Guoji 2005 370 248 0.67都 城 心 屿 Ducheng Xinyu 2008 642 430 0.67方 庄 六 号 Fangzhuan Liuhao 2008 783 507 0.65嘉 里 星 源 汇 Jiali Xinyuanhui 2009 317 203 0.64圣 世 一 品 Shengshi Yipin 2010 530 336 0.63和 平 里 de 小 镇 Hepingli Xiaozhen 2007 1300 800 0.62远 雄 大 观 Yuanxiong Daguan 2008 131 66 0.50宇 飞 大 厦 Yufei Dasha 2009 319 147 0.46中 雅 阁 Zhongya Ge 2007 190 80 0.42Average: 0.99Source:compiledfrom SouFun(December2014), http://www.fang.comBeijing Parking, ITDP-China 991 March 2015

Parking supply in recently opened office developments within the third ring roadOffice parking supplyNameNameYear ofopeningFloor area(m2)#parkingspaces#parkingspaces/100m2民 生 人 寿 大 厦 Minsheng Renshou Dasha 2005 28,566 300 1.05首 科 大 厦 Shouke Dasha 2012 106,284 1,000 0.94中 汇 广 场 Zhonghui Plaza 2012 80,000 750 0.94宝 钢 大 厦 Baogang Dasha 2011 50,000 450 0.90贵 都 国 际 中 心 Guidu Guoji Center 2006 56,188 500 0.89盈 泰 商 务 中 心 Yinfeng Shangwu Center 2005 23,000 200 0.87琨 莎 中 心 写 字 楼 Kunsha Center 2006 79,066 623 0.79北 京 IFC Beijing IFC 2010 162,398 1,223 0.75中 坤 大 厦 Zhongkun Dasha 2006 50,000 366 0.73昌 盛 大 厦 Changsheng Dasha 2012 61,500 450 0.73丰 融 国 际 中 心 Fengrong Guoji Center 2007 78,693 529 0.67朗 琴 国 际 大 厦 Langqin Guoji Dasha 2008 150,552 1,000 0.66三 里 屯 SOHO Sanlitun SOHO 2008 315,680 2,000 0.63银 河 SOHO Yinhe SOHO 2012 329,080 2,000 0.61凯 晨 世 贸 中 心 Kaicheng Shimao Center 2006 194,000 1,050 0.54丰 汇 时 代 写 字 楼 Fenghui Shidai 2008 89,000 480 0.54国 投 广 场 Guotou Plaza 2013 203,785 1,088 0.53环 球 财 讯 中 心 Huanqiu Caixun Center 2008 127,147 640 0.50西 单 大 悦 城 Xidan Dayuecheng 2007 205,000 982 0.48通 用 国 际 中 心 Tongyong Guoji Center 2006 89,000 420 0.47朝 外 SOHO Chaowai SOHO 2007 150,000 700 0.47中 海 广 场 Zhonghai Plaza 2009 151,000 704 0.47金 贸 中 心 Jinmao Zhongxin 2013 200,000 855 0.43侨 福 芳 草 地 Qiaofu Fangcaodi 2010 200,000 800 0.40环 球 金 融 中 心 Huanqiu Jinrong Center 2008 252,098 1,000 0.40复 星 国 际 中 心 Fuxing Guoji Center 2008 82,797 230 0.28富 力 双 子 座 Fuli Shuangzi Zuo 2005 110,000 300 0.27万 豪 国 际 写 字 楼 Wanhao Guoji 2012 130,000 300 0.23北 京 银 行 大 厦 Beijing Bank Dasha 2006 98,741 200 0.20财 富 金 融 中 心 Caifu Jinrong Center 2013 720,000 1,200 0.17Average: 0.58Source: compiled from SouFun (December 2014), http://www.fang.compublic transport, walking and cycling systems, asit also stipulates in its policies.In the latest Five Year Plan, the approach ofincreasing off-street parking in residential areas isencouraging car ownership and will lead to highercar use and increased parking demand at thedestination (most likely the city center). On theother hand, already developers build much moreresidential off-street parking than the standardsprescribe as a minimum. All of the 30 residentialbuildings studied, which were built within thethird ring road and under the current parkingstandard, built more than 0.3 parking spaces/unit,with an average of 0.99 parking spaces/unit. Achange to the existing parking standard for newdevelopments may therefore not have much ofan effect to residential parking supply. For officeparking supply the developments studied, alsoopened between 2005-2014, show an average of0.58 parking spaces/100 m 2 , where 0.65 is theminimum. Increases to parking standards lead tomuch more traffic in office-rich areas.The plan of using public and green spaces forparking is detrimental to the livability of the city.In residential communities, especially in olderones where no off-street parking was built withBeijing Parking, ITDP-China 1001 March 2015

Sizing UpParking Space6m (20 ft)One Parking spaceis 18m 2 (220 ft 2 ).That’s equivalent to...3m (11 ft)1 SmallStudio inParis3 OfficeCubicles1 Low IncomeHousing Unitin IndiaLunch with15 FriendsOn-street parking spaces,but especially off-street carparking spaces consumearound 35m2 (includingdriveways and ramps) inprecious urban areas. Onecar parking space usesthe same space as a smallstudio apartment, threeoffice desks, 15 restaurantseats or 10 bike parkingspaces10 Bicycles 5 Motorbikes 2 Rickshawsthe development, all public space has made wayfor on-ground parking. The places where childrencould once play, elderly could exercise and residentswould meet and chat, have disappeared tomake room for a few residents with a car.4.5 Institutional challengesIt is hard for any government organization inBeijing to achieve positive parking reform, sinceroles and responsibilities are scattered amongmany organizations. Parking prices are set bythe Development and Reform Commission, butthey do this without data on traffic and parking,which are with the Communication Commission.Districts, who initiate paid on-street parking,need traffic police approval and cannot controlthe parking operator, since this responsibility iswith the city-wide Communication Commission.Enforcement is done by the Traffic Police (foron-street) and the Urban Management Office butthese have no capacity, incentive or interest inproper enforcement.Parking operation and revenueCCTV did surveys and found that theparking operation is often not carried out bythe companies who won the right from thegovernment, but they rather rent these parkingspaces out to individual subcontractorsand ask for a revenue target. A parking guardwas interviewed in the Jianguomen area whosaid he works for 16 hours from 7am-11pmand has a revenue target of 20,000RMB permonth from 25 parking spaces. This equalsto 27RMB/parking space/day.CCTV also reports that the Beijing governmentin 2011 published financial data ongovernment revenue from parking concessions.In 2009 this was 33.7 million RMB andfor 2010 21.1 million RMB. CCTV expectsthat the actual parking revenue from payingdrivers is likely to be around 300 millionRMB, so only a small share is given by thegovernment.Source: River City evening newspaper (December2014), Beijing parking revenue: occu-pying thepublic road but who does the revenue go to?,http://www.jcwbw.com/gngjnews/201412/t20141209_327783.htmlBeijing Parking, ITDP-China 1011 March 2015

5. Parking Best Practices

5.1 London, UKSource: Europe’s Parking U-turn: FromAccommodation to Regulation (Kodransky, K.,Hermann, G., Institute for Transportation andDevelopment Policy, 2010.)London is divided into 33 boroughs, each withits own local authority that handles parkingissues. The local authorities receive specificationsfrom the London Councils—an umbrella lobbyinggroup working to further the interests ofborough councils while also overseeing certaingovernment functions across the city—to followparticular strategic measures, such as releasingannual reports on the state of parking. Transportfor London, the local government body responsiblefor most aspects of the transport system inGreater London, and directly supervised by theMayor, is also giving the boroughs directions forparking policies. Each borough can choose tohave much stricter regulations that go furtherthan those outlined by the London Councils.Many boroughs institute Controlled ParkingZones (CPZs) that specify when and where acar can park on-street. These zones are meant todiscourage long-term parking.On-street parkingThe borough of Westminster has eight differentparking zones and four different fees for parking,ranging from £1.20 to £4.40 per hour. Thereare no unregulated areas within these zones.On-street residential parking spaces, indicatedby signs painted on the street, are for sharedusebetween 10 a.m. and 4 p.m. for visitor use.Electric Vehicles and car sharing vehicles parkfor free. Four hour time limits are imposed foron-street parking. Annual review of parkingprices are executed by the boroughs and pricesare adjusted based on 85% occupancies and trafficconditions. Parking revenues go straight into aparking fund and a central finance team withinthe borough decides how to divide the funds tosupport transportation goals, which is a Londonwideregulation. In the borough of Islington mostparking payments occur by cell phone. Nearly48% of revenue for short-stay parking comes frompay-by-mobile transactions.Traffic enforcementThe Road Regulation Traffic Act of 1991 shiftedthe responsibility of traffic violation enforcementfrom the police to local borough councils.As a result, revenue from parking fines flow toboroughs’ budgets. Most boroughs hire privatecompanies for enforcement of illegal parking.Off-street parking maximumsFollowing the new guidelines set out by theGreater London Authority, all of London’s boroughsabolished minimum parking requirementsand converted these into parking maximums from2004. The aim is to have developers provide aslittle parking as they consider necessary. The citygovernment invests in public transport to improvealternatives to driving.London Central Saint GilesThe new Central Saint Giles development incentral London is an example of successfulhigh-density, mixed-use urban development withexcellent transport access. This top-end developmentonly has 10 car parking spaces.Central Saint Giles is a 0.7 ha mixed-usedevelopment in central London, built at a cost ofCNY 4.2 billion and completed in May 2010. Thedevelopment consists of two buildings of up to 15storeys in height, with office (37,625 m²), residential,shopping and dining (2,276 m²) uses at a FARof 9.4. The development includes 109 residentialunits, of which 53 are affordable housing. Theoffices are used by a number of high-profiletenants including Google and NBCUniversal. Theground floor is centered around a courtyard, linedwith shops and restaurants on almost the entiredevelopment. The buildings, as well as the publicspace can be entered from all sides, as the blocksare small (49m on average), and the developmentis open for all people to enter.Only ten car parking spaces are provided, somefor handicapped, and others at a cost of £100,000each, due to the insistence of Camden boroughcouncil that the development should be largelycar-free. Around the development there is alimited amount of metered on-street parking forshort-term visitors, as well as 3 car parking garages,open to the public and charged at marketregulatedprices. Although no car parking spacesare available in Central Saint Giles, there are 200bike racks in the basement, providing dry andBeijing Parking, ITDP-China 1031 March 2015

secure bike parking. More bike racks can be found at street-level. To stimulatecycling to work, 12 showers with changing facilities and lockers are available.London’s Barclays Cycle Hire scheme, that covers most of London, has astation at Central Saint Giles, and several more stations are in close proximity.There are three metro stations (on three different lines) within 500 meterswalking, with more metro stations close-by. The walk to Tottenham CourtRoad metro station, which is on both the red and black line, takes 2 minutes.The area is also covered by 17 bus routes, all with stops within a couple ofminutes walking. The surrounding area has safe streets (with a speed-limit of30 kms/hour) and compact intersections with continuous pedestrian and bikecrossings.Beijing Parking, ITDP-China 1041 March 2015

Source: Galpin (2007), at Panaramio, http://www.panoramio.com/photo/36403835.2 San Francisco, California, United StatesSwiss Re buildingThe 30 St Mary Axe, widely known as theSources:5.2 San Francisco, USA‘Gherkin’ or ‘Swiss Re’ Building, is a 180mskyscraper - SFpark in London’s Pilot Project main Evaluation financial district (SFMTA, June Sources: 2014) SFpark Pilot Project Evaluation (SFMTA,and opened - U.S. in Parking May 2004. Policies: The An 41-floor Overview building of Management June Strategies 2014), and (Weinberger U.S. Parking et al., Policies: February An Overviewhosts 4,000 2010) people, mostly employees of Swiss of Management Strategies (Weinberger et al.,Re, a global insurance company. There is a net February 2010).46,000m² of On-street office space parking: and 1,400m² San Francisco’s for retail SFpark onthe first floor. San Francisco’s SFpark is the largest, and by On-street far the most sophisticated, parking: San on-street Francisco’s parking SFparkThe building reform project has no in parking the United spaces States. for SFpark is theSanbrandFrancisco’sfor the demonstrationSFpark is theparkinglargest,projectand byemployees by the or San visitors. Francisco It has Municipal 5 parking Transportation spaces for far the most sophisticated, on-street parkingAgency (SFMTA), funded through thehandicapped,national13Departmentfor deliveries,of Transportation.52 for motorcycles reform project in the United States. SFpark isIn November 2008 SFMTA approved the legislation,and 118 for bicycles. There are two metro stationswithin 500m walking and two more within by the San Francisco Municipal Transportationthe brand for the demonstration parking projectin July 2010 installation of the meters began and in April 2011 the project started. It includes6,000 metered on-street parking spaces (25% of total supply) and 12,250 spaces in SFMTAadministeredgarages (75% of total supply). With the project the SFMTA uses pricing to help700m, as well as one train station within 500m. Agency (SFMTA), funded through the nationalMoreover there are 12 bus routes that pass the Department of Transportation. In Novemberbuilding. redistribute It has a bike the sharing demand station for parking. right The outside goal is to 2008 encourage SFMTA drivers approved to park the in legislation, garages and in Julyand the building lots, and to is almost connected always to have London’s one space bike available 2010 on every installation metered of block. the meters began and in Aprillane network. To The achieve smaller this, footprint SFpark uses at ground-levelallowed and a a public sophisticated plaza in data front management of the building. tool. Some on-street features of parking the system spaces are: (25% of total supply)new technologies 2011 including the project smart started. meters, parking It includes sensors, 6,000 meteredThe building - has Demand-responsive become iconic pricing. symbol of and 12,250 spaces in SFMTA-administeredLondon. In February The SFMTA 2007 gradually it was sold and periodically for CNY9.5 adjusted garages rates (75% at on-street of total meters supply). and With in garages the projectbillion, making up or down. it Britain’s The goal most is to expensive achieve a minimum office leveltheofSFMTAavailabilityusessopricingthat it wasto helpeasyredistributeto find athebuilding.demand for parking. The goal is to encourageparking space most of the time on every block and that garages always have some open spacesdrivers to park in garages and lots, and to almostavailable. Furthermore, meeting target availability also means improving utilization of parkingalways have one space available on every meteredblock.Beijing Parking, ITDP-China 1051 March 2015

To achieve this, SFpark uses new technologiesincluding smart meters, parking sensors, and asophisticated data management tool. Some featuresof the system are:●●Demand-responsive pricing.The SFMTA gradually and periodically adjustedrates at on-street meters and in garages up ordown. The goal is to achieve a minimum level ofavailability so that it was easy to find a parkingspace most of the time on every block and thatgarages always have some open spaces available.Furthermore, meeting target availability alsomeans improving utilization of parking so thatspaces—on-street or off—would not sit unused.Guidelines used by SFMTA for changing parkingpricesOn-streetOff-streetWhen average occupancy is:80–100%60–80%30–60%

FillmoreSFpark: Pilot Project Evaluation / 31Pricing: net changeNet change in average hourly rates at SFpark garages and blocks participating in rate adjustmentsWeekdays, 9am to 6pm | Before vs afterFisherman's WharfMarina!5LombardStreetRichmond (control)Union (control)!5JapanCenterPerformingArtsCivic Center!5!5Union SquareSutter-StocktonCivicCenterEllisO'Farrell!5!5!5!5!5St. Mary'sFifth &MissionMosconeCenterDowntown!5!5GoldenGatewaySouthEmbarcadero16th &Hoff!5Mission!5MissionBartlett0.5Miles[Hourly garage rate change, overall$1.00 or more decrease $0.01 to $1.00 decrease No change $0.01 to $1.00 increaseHourly meter rate change, overall$0.25 to $4.00 decrease$0.25 to $0.01 decrease $0.01 to $0.25 increase $0.25 to $2.50 increase No overall rate changeMap shows meter rate changes for blocks with parking sensorsBased on occupancy rates of the on-street parkingspaces the prices were adjusted. Some streets becamemore expensive, others became cheaper to achieve anoccupancy of around 85%. Average prices increased in4 and dropped in 3 areas.Source: SFpark Pilot Project Evaluation, SFMTA, June 2014Beijing Parking, ITDP-China 1071 March 2015

$1.25 $1.58 $1.08$0.75F I L L M O R E S T#500FeetG O L D E N G AT E AV EF U LT O N S TG R O V E S TH AY E S S TFELL STH A I G H T S TE D D Y S TRate change, before to afterHourly rate for "After" shownWeekday average, 9am to 6pmHourly garage rates$1.00 or more decrease$0.01 to $1.00 decreaseT U R K S TL A G U N A S T$3.33OAK STO C TAV I A S T$3.50PerformingArts CivicCenter$2.75$2.58$2.17$1.67$0.25$1.17$3.50$0.75$0.92$1.92$1.17$2.75 $2.67$3.00$0.92$2.17 $1.17 $2.75No change$0.01 to $1.00 increaseExample of price changes at the Civic Center area.E D D Y S TAverage occupancy: beforeWeekday average, 9am to 6pm E D D Y S TAverage occupancy: beforeT U R K S T#F I L L M F O I L R L E M S O T R E S T#Weekday average, 9am to 6pm#500Feet#T U R K S TG O L D E N G AT E AV EF U LT O N S TG R O V E S TH AY E S S TH AY E S S TL A G U N L A G S U T N A S TG O L D E N G AT E AV EFELL STAverage occupancy: afterWeekday average, 9am to 6pmAverage occupancy: after#Weekday average, 9am to 6pm##F I L L M F O I L R L E M S O T R E S T500#Feet#500Feet500FeetOccupancy 1##L A G U N L A G S U T N A S T#OAK STG O L D E N G AT E AV EM C A L L I S T E R S TM C A L L I S T E R S TF U LT O N S T#F U LT O N S TG R O V E S TFELL STF U LT O N S TE D D Y S TE D D Y S TT U R K S TT U R K S TG O L D E N G AT E AV EG R O V E S TG R O V E S TH AY E S S TH AY E S S TFELL STFELL ST#OAK ST##OAK STOAK STO C TAV O I C A TAV S T I A S TO C TAV O I C A TAV S T I A S T#### ###### ##########387387########577577#######Occupancy 10 – 30% 30 – 60% 60 – 80% 80 – 100% Occupancy data n/a#########$4.67F O L S O M S TBeijing Parking, ITDP-China 1081 March 2015$1.75$1.33$0.58$0.25$2.25$3.58$2.75$2.42$0.33$2.67Hourly meter rates$0.25 to$3.25decrease10Occupancy– 30%not shown30 –for60%blocks with60poor– 80%quality parking80 –sensor100%data forOccupancythe "Before"dataor "After"n/aperiod2Garage usage shown for weekdays and weekends, all operating hours1Occupancy not shown for blocks with poor quality parking sensor data for the "Before" or "After" period2Garage usage shown for weekdays and weekends, all operating hours##########################P O L K P S O T L K S TP O L K P S O T L K S T## # ## # #789789##P O L K S T$4.83$2.50$3.42$2.92$2.33$2.17$2.17L A R K I N S T$2.58$2.00$2.5010TH ST$2.17L E A V E N W O R T H S TM C A L L I S T E R S T9TH ST$0.25 to $0.01 to $0.26 to$0.01 $0.25 $2.50SFpark: Pilot Project Evaluation / 49decrease increase increaseSFpark: Pilot Project Evaluation / 49L A R K IL N A R S K T I N S T10TH ST10TH ST10721072####### # ## # ##L A R K IL N A R S K T I N S T10TH ST10TH ST###############L E A V E L N E W A V O E R N T W H O S R T H S TM C A L L I S T E R S T#########9TH ST9TH ST###9TH ST9TH STSFpark garage usage 2M C A L L I S T E R S T#########SFpark garage usage 2MARKET STMARKET STL E A V E L N E W A V O E R N T W H O S R T H S TMARKET STMARKET ST#J O N E S J O S N T E S S T##0 8 T H S T0 8 T H S T#####MISSION STMISSION ST##J O N E S J O S N T E S S T####0 8 T H S T0 8 T H S T####MARKET ST####TAY L O TAY R S L T O R S TH O W A R D S T######0 7 T H S T0 7 T H S T[[#F O L S O M S T#S T E V E N S O N S TMISSION STMISSION ST#####H O W A R D S T##H O W A R D S T######TAY L O TAY R S L T O R S T####0 7 T H S T0 7 T H S T[[F O L S O M S TOther garages/lots#F O L S O M S T#S T E V E N S O N S T#H O W A R D S T#F O L S O M S TOther garages/lots###J O N E S S TMISSION ST0 8 T H S TNo overallratechangeTAY L O R S T0 7 T H S TH O W A R D S T[Parking space occupanciesbefore(above) and after(below) on streetaround the CivicCenter. On-streetparking demandspread out more andoff-street parkingspaces saw higheroccupancies.Source: SFpark PilotProject Evaluation,SFMTA, June 2014

66 / Ch. 2: Effectiveness of parking pricingFillmoreOn and off-street summaryOn-street parking availability and off-street usage, before vs afterChanges in on-street parking availabiltiy and off-street usage. On-street parking availability improved where frequency of90–100% hourly occupancy rates decreased. Off-street usage measured as net change in number of hourly parkers per day.Fisherman's WharfMarinaLombardStreetUnion (control)DowntownRichmond (control)JapanCenterCivic CenterUnion SquareSutter-StocktonSt. Mary'sEllisO'FarrellGoldenGatewayPerformingArtsCivicCenterFifth &MissionMosconeCenterSouthEmbarcadero16th &HoffMissionMissionBartlett0.5Miles[On-street availabilityBlocks with improvedparking availabilityOther pilot andcontrol area blocksOccupancydata n/aOff-street usage, net change0 to -100 0 to 100 100 to 200 200 to 800On-street availability for weekdays 9am to 6pm. Off-street usage for all days, all times of day.Changes in on-street parking availability and offstreetusage. On-street parking availability improvedwhere frequency of 90-100% hourly occupancy ratesdecreased. Off-street usage measured as net change innumber of hourly parkers per day.Source: SFpark Pilot Project Evaluation, SFMTA, June 2014Off-street parkingSan Francisco has evolved over the last half centuryfrom a municipality that once required oneparking space for every new dwelling to one of themost innovative examples of parking managementin the United States. This has occurred throughinvestment in transit, gradual replacement ofoff-street parking minimum requirements withmaximums, parking unbundling, and proactiveon-street parking management. A relatively smallproportion of the city’s residents — about 70Beijing Parking, ITDP-China 1091 March 2015

percent — own a car. High density developmentand a preponderance of buildings that pre-dateoff-street parking mandates has helped keep thenumber of autos per person low.Due to its low residential population and highnumber of commuters, the city introduced manyof its parking reforms downtown. Following theopening of the Bay Area Rapid Transit Authority(BART) rail line in 1973, the city authorized aparking cap of all downtown commuter parkingspaces. Minimums do not apply to any usedowntown, and a maximum of one space ispermitted for every four downtown residentialunits. Similarly, parking may occupy no morethan 7 percent of an office building’s gross floorarea — about onespace for every 20office workers.San Francisco hasproceeded to eliminateresidential minimumparking requirementsthrough the adoptionof neighborhood plansfor districts close tothe downtown, from1997. In 2005 theRincon Hill Plan wasthe first to eliminateminimum parkingrequirements for alluses in a residentialneighborhood. Mostdevelopers now buildup to the maximumallowed number ofspaces. The city’sresidential parkingmaximums range from 0.5 to one space per unit,depending on neighborhood factors such asaccess to transit and density; these were often convertedfrom the existing minimum requirements.San Francisco’s Planning Department statesthat parking maximums have been achievablebecause they have been part of a larger packageof policy and infrastructure and other changesfor neighborhoods as prerequisite for development.Dedicated parking spaces for car sharingand covered bicycle parking are now common inlarger residential developments.5.3 Budapest, HungaryProblemBudapest rapidly motorized in the 1980s and1990s, and with motorization came heavy congestion,related air pollution and parking problems.When Hungary, of which Budapest is the capital,became a formal member of the European Unionin 2004, its cities had to comply to EU regulationsand standards, including air pollution standards.To prevent having to pay the EU hefty fines, theBudapest government decided to tackle its trafficproblems and shift its citizens to more sustainablemodes of transport.A warning sign for towing in case of illegal parking, tono effect. In the 1990s parked cars had invaded Budapest’sstreets, sidewalks and public spaces and congestionand pollution was rampant.Source: Gyarmati (2011), Sustainable traffic in Budapest),https://www.itdp.org/wp-content/uploads/2011/06/197.-ITDP_Summit_Zoltan_Gyarmati_ITDP_Europe_-_02_Parking_1.pdfStrategyManaging parking was identified as a crucial andfairly easily achievable element of reducing cartrips. The city government used a three-prongedstrategy to attack the parking problems. First,it worked to centralize control of the entireBeijing Parking, ITDP-China 1101 March 2015

transportation system, including parking. Second,it set out to align the parking price with the priceof alternative transportation (bus and metro)and align it with Budapest’s goals for more publictransportation and increase in walking andcycling shares. Moreover it wanted to see theprice of parking reflected high-density areas andstreets with low traffic capacity in central areasof the city. Third, the city decided to incorporatemodern technology in its parking systems tobetter manage and enforce compliance with thenew parking system.ProgramsThe final decision was taken by the City Councilto centralize Budapest’s transportation systemunder the City Operation Committee, a groupof policy makers that make key decisions aboutpublic transport, parking, and non-motorizedtransportation. The Budapesti KözlekedésiKözpont (Budapest Transport Center) was createdto set out transport-related strategies and alsomanage transportation systems on a day-to-daybasis. The role model for this concept was theTransport of London.A new parking strategy with the following goalswas created:●●Directing cars parking longer than 2-3 hours(mostly commuters) into off-street garagesand parking lots away from the public realm.●●Achieve mode shift away from driving carsand into public transport. To strengthen thecompetitiveness of public transport againstprivate transport, the costs of parking wereraised to be at least as expensive as publictransport. If public transport costs wereraised, parking fees were too, in order to havemake parking (and therefore driving) moreexpensive than using public transport.●●Secure operability of areas affected by parkingreform. This meant providing sufficient parkingspaces for residents, services, institutesand commercial units.●●Create a balance between the supply anddemand for parking spaces.On-street measuresAs of 2014 the Budapest has established fourparking zones with prices varying between zonesbased on density, transportation system capacity,and documented parking occupancy. Parking ismore expensive than a public transport ticket inthe two most central zones, and prices are alsoclose the €1.20 (10RMB) public transport farein the other two zones. The city has also implementedthe highest-priced parking zones in thehistoric districts, in which a minimum amount oftraffic is aimed for.Budapest’s hourly parking feesZoneHourly parkingfee1. Old citycenter (yellow)15 RMB2. City center(light green)12 RMB3. Intermediatezone (dark 10 RMBgreen)4. Outer area(blue)7 RMBParking vs. busfee1.50 x 1 busticket1.25 x 1 busticket1.00 x 1 busticket0.75 x 1 busticketThe paid on-street parking zones of Budapest withmore expensive parking in areas closer to the citycenter.Source: Gyarmati 2011Beijing Parking, ITDP-China 1111 March 2015

spaces needed to be minimized, despite theminimum parking standards in place at that time.Initiated by non-governmental organizations(NGOs), dialogues were held between the citygovernment, NGOs and real estate developersabout how to minimize off-street parking spaces.Real estate developers also favored this approachas it reduced their building construction costs andleaves more space for sellable and rentable units.Moreover, investment in better public transportwas seen by real estate developers to raise thevalue of their developments.First, the government decided that a buildingpermit is only granted when public transportto the new development is incorporated. Inthe building permit procedure, the BudapestTransport Center is a now an authority, similarto the fire department or the utility departments,who have power to deny developments (over aThe city city of of Budapest. The The yellow yellow and and red zones red zones have paid have on-street certain parking, size) where to the be grey built areas without have public transportfree paid on-street parking. parking, where the grey areas have free provision.on-street parking.Second, a regulation was put in place whereSource: Gyarmati 2011.Off-street measuresa real estate developer could receive a 100%To limit car ownership and traffic congestion, the city discount government on realized the compulsory that off-street off-street parkingparking Higher spaces fees needed are imposed to be minimized, in areas with despite either the minimum supply, parking if the standards planned in development place at is within 500thathighertime.parkingInitiateddemandby non-governmentalor limited parkingorganizationssupply,(NGOs), meters dialogues from a public were held transport between station.such as the historical city center. Zones in thethe city government, NGOs and real estate developers about how Third, to minimize if real estate off-street developers wish to developouter parts of the city, where traffic congestion is in areas for which the zoning regulations needparking spaces. Real estate developers also favored this approach as it reduced their buildingno issue and sufficient parking supply available, to be changed, the government decided that theconstructionparking feescostsare lower.and leaves more space for sellable and rentable units. Moreover, investmentreal estate need to co-finance the required publicin better Budapest public also transport used technology was seen by to real make estate parking developers to raise the value of theirtransport provision to this new development. Indevelopments.management and enforcement more effective return, real estate developers receive discounts onand First, efficient. the government The city uses decided multi-space that a building electronic permit is the only number granted of when required public off-street parking spaces.transport meters, which to the new allow development a variety of is payment incorporated. methods,to collect Transport parking Center fees is a in now most an paid authority, parking similar to ments the fire are department now eliminated or the utility in Budapest. DistrictIn the building Finally, permit minimum procedure, off-street the parking require-Budapestdepartments, areas. Cell phone who have payment power systems to deny developments can be used (over governments, a certain size) to authorizing be built without building permits,public in most transport areas as provision. well. Enforcement officers carry are allowed to give discounts of up to 100 % onGPS-enabled Second, a regulation devices that was share put in data place with where the a real estate off-street developer parking could receive supply, a on 100% a case-by-case basis,discountparkingonoperatorthe compulsoryand cityoff-streetgovernment.parking supply, if the supported planned development by a study on is within alternative parkingThe city government felt that private companieswhich implemented, operate and enforce500 meters from a public transport station.provision.Third, if real estate developers wish to develop in areas for which the zoning regulationsthe on-street parking system, were critical to Resultsneedthe successto be changed,Budapestthe governmenthas had withdecidedits on-streetthat the real estate need to co-finance theA reduction of 15 % in vehicle kilometers traveledrequired parking public system. transport The contracts provision with to this some new private development. In return, real estate developers(VKT) was achieved. The parking occupancy inreceive companies discounts will on expire the number in several of required years after off-street which parking spaces.the inner-city zones dropped to around 70-80%,the Finally, system minimum is again in off-street full ownership parking of requirements the city arebecausenow eliminatedof higherin Budapest.parking fees. New developmentsDistrict government. governments, authorizing building permits, are allowed provide to give less discounts parking and of up real to estate developers100 % on off-street parking supply, on a case-by-case basis, focus supported on good by a public study on transportation alternative and nonmotorizedtransport access to their developments.parking Off-street provision. measuresTo limit car ownership and traffic congestion, the Congestion and pollution dropped drastically.city government realized that off-street parkingBeijing Parking, ITDP-China 1121 March 2015

Typical streets with well-regulated on-street parking inBudapest.Source: ITDP-China, www.transportphoto.netBeijing Parking, ITDP-China 1131 March 2015

5.4 Shenzhen, ChinaIn early 2014 Shenzhen’s car ownership exceeded2.75 million cars, with a monthly increase of40,000, resulting in traffic congestion duringpeak hours. The city government launched a pilotprojects for on-street parking reform by March2014 to regulate and manage on-street parkingin an effort to reduce parking demand and cartravel for daily use and make better use of publicresources. The project was implemented using thefollowing phases:Phase I: Planning & Design of on-streetparking zonesTraffic surveys, parking supply and demandsurveys provided insights into current parkingpractices in Based on the surveys four pilot areaswere identified and include 1,673 on-street parkingspaces. These areas had no parking fee at thattime. Start of the operation of the system was setfor 1 July 2014.Phase II: Issuing new parking price policyand public hearingPrevious plans for parking price policies, developedin 2012 and 2013, were presented at publichearings and inputs used in revisions of thepolicy. The new parking prices, which only applyto the four pilot areas, were set as shown in thetable below.which parking payment automatically starts. Theother payment option is by cell phone app. PDAsfor parking inspectors, as well as a data managementcenter, which can communicate with all theequipment, were part of the technology provision.Phase IV: OperationFor the operation of the new parking system,three phases were used:●●Step 1: During one month the governmentpublicized the upcoming changes, explainingwhy the system is needed and how it works;●●Step 2: During one month the system wason trial. The operator was able to test andimprove and drivers were given the chance totry out the system. Parking was not yet paidfor during the trial stage;●●Step 3: Start of formal operation from 1 July2014.The inspection of parking payment complianceis done by the Shenzhen Road TrafficManagement Center. When a parked car has notpaid, the parking inspector records all necessaryinformation using a handheld PDA, which printsa note that is put on the car’s windshield andautomatically sends the record of parking violationto the Traffic Police. The Traffic Police cansubsequently act on surcharging, and car towing.Parking prices (RMB per 30 minutes)Zone 1 Zone 2 Zone 3TimeFirst 30 After first First 30 After firstAfter firstFirst 30minmins 30 mins mins 30 mins30 minsWeekday Daytime5 10 3 6 2 4Weekend (7:30-21:00) 2 4 1.5 2.5 1 1.5Night time (21:00-7:30)FreePhase III: Project tendering & constructionFollowing the planning and design of thezones and system, the Shenzhen Road TrafficManagement Center, under the ShenzhenTransport Center, tendered out the provision oftechnology. The parking technology consists ofparking sensors, an on-board tag and a cell phoneapp. Tags can be bought at parking service centersas well as online. The on-street sensors automaticallyrecognize a car with a tag installed, afterOfficial data from the first month of operationshows:●●63,807 clients have registered in the systemand 82% of this number used the cellphoneapp;●●The average daily occupancy rate is 42.31%and the turnover rate is 5.26;●●80 inspectors are distributed among the fourpilot areas;●●PDAs recorded 26,523 violations, includingBeijing Parking, ITDP-China 1141 March 2015

The inspection of parking paymentcompliance is done by the Shenzhen Road TrafficThe inspection of parking paymentManagement Center. When a parked car has notcompliance is done by the Shenzhen Road Trafficpaid, the parking inspector records all necessaryManagement Center. When a parked car has notinformation 9,221 using for a non-payment handheld PDA, and which 17,320 printspaid, the parking inspector records all necessary for parking Off-street parkinga note that in is illegal put on places; the car’s windshield andinformation using a handheld PDA, which printsThe Shenzhen Urban Planning Standards andautomatically ●●The biggest sends the complaint record of is parking the limited payment Guidelines (2014), defined by the Shenzhena note that is put on the car’s windshield andviolation options. to the Traffic Especially Police. drivers The Traffic who Police do not park in Planning Land Resource Commission, commissionsdevelopers to provide off-street parkingautomatically sends the record of parkingcan subsequently the area act frequently, on surcharging, found and that car the towing. app and tagviolationrequiredto the TraffictooPolice.much hassle.The Traffic Policefor new developments. Together with Shanghai,can subsequently act on surcharging, and car towing.Official After data the second from the month first month of operation of operation the average63,807 occupancy clients have increased registered to in 49%, the system with average mum, rather than minimum, parking standards.shows: Shenzhen is the first Chinese city to adapt maxi-Official data from the first month of operationandshows:82% of this number used the cellphoneparking duration under 1 hour. A smaller number For residential developments within 500 meters app;of63,807violationsclientswashaverecorded,registeredwithin the10,799systemforandnonpayment82% of this from number metro used stations, the cellphone the residential parking provisionrate cannot is 5.26; exceed 80% of the parking standard.80 inspectors are distributed among the four pilot areas; For commercial land uses, the parking supply is The app; averageanddaily7,112occupancyfor parkingrate isin42.31%illegalandplaces.the turnover The average daily occupancy rate is 42.31% and the turnover rate is 5.26;based on land use, development intensity, transit PDAs 80 inspectors recorded are 26,523 distributed violations, among including the four 9,221 pilot for areas; non-payment and 17,320 foraccessibility and road capacity and categorizedd Traffic parking PDAs recorded in illegal 26,523 places; violations, including 9,221 for non-payment into three and zones. 17,320 In for areas with good transit service,limited drivers road who capacity do not park and high developmenthas not The parking biggest in illegal complaint places; is the limited payment options. Especiallycessary in The the biggest area frequently, complaint found is the limited that the payment app and options. tag required density,Especially too much commercialdrivers hassle. parking standards are allowedto be reduced further if a study proves lesswho do not parkh printsand Afterin thetheareasecondfrequently,monthfoundof operationthat the appthe averageand tagoccupancyrequired parking tooincreasedmuch supply hassle.to 49%, is needed. withaverage parking duration under 1 hour. A smaller number of violations was recorded, withAfter the second month of operation the average occupancy increased to 49%, withPolice 10,799 for non-payment and 7,112 for parking in illegal places.average parking duration under 1 hour. A smaller number of violations was recorded, withcar towing. Source: Southern Daily (2014), www.nfdaily.cn 5.5 Zhuhai, China10,799 for non-payment and 7,112 for parking in illegal places.In 2012 Zhuhai (Guangdong province) implementeda new on-street parking system in the cityoperation shows:system and 82% of this number used the cellphonecenter. A small number of 1,117 parking spaceson ten roads was implemented in two phases (3roads by June 2012 and 7 roads by March 2013). A42.31% and the turnover rate is 5.26;new parking price policy was introduced, shownthe four pilot areas;in the table below.cluding 9,221 for non-payment and 17,320 forParking fees in Zhuhai’s on-street parking systemBusiness roads (Red) Regular roads (Blue)payment options. Especially drivers who do not parkSource: Shenzhen Evening News (2014), http://wb.sznews.Off-peakOff-peakapp and tag com/html/2014-07/15/content_2941685.htmrequired too much hassle.Peak hoursPeak hourshourshoursthe average occupancy increased to 49%, withsmaller number of violations was recorded, withrking in illegal places.8:30-21:00 21:00-8:30 8:30-17:30 17:30-8:301st halfhour: 2yuan. After1st halfhour: 3yuan1st halfhour: 2yuan.Maximumprice: 5yuan/ timeEvery halfhour: 2yuanEveryhalf hour:2 yuan.Maximumprice: 5yuan/ timeSource: Shenzhen Channel (2014), http://www.s1979.com/shenzhen/201407/09124375309.shtmlThe service kiosk offers customer service, includingaccount registration, account information, toppingup credit, invoice application and customer complaintservice.Zhuhai uses parking meters for parking payment.Every parking space carries a number thatis put in at the meter, followed by the desiredparking time. Payment is done by bank card,either magnetic strip or chip card.Beijing Parking, ITDP-China 1151 March 2015

Parking fees are charged on street in red (higher fee)and blue (lower fee).Source: Nandu.com (2013), http://epaper.oeeee.com/N/html/2013-05/24/content_1864314.htmParking space number andparking duration is selectedat the on-street parkingmeter in Zhuhai. Paymentis done by bank card.Source: Zhuhai Urban PublicResources Operation Co. Ltd.(2012), Zhuhai city on-streetparking meter system usageguidelinesBeijing Parking, ITDP-China 1161 March 2015

Before implementation of the project, Zhuhaireleased a formal parking regulation, includinga clear definition of a parking violation, consequencesof parking violation and legal follow-up.Parking sensors in the parking spaces communicatewith the meters and send out a warningto the Traffic Police if parking time is expired forenforcement. A fine of 200 RMB applies.Parking fine is stuck on a car’s window for overstayingthe paid parking timeSource: Zhuhai Urban construction group (2013), http://www.zhcjjt.com/?ty=lnews_view&newsid=155&kind=03Beijing Parking, ITDP-China 1171 March 2015

6. On-Street Parking Recommendations

The get better control, data and revenue fromon-street parking in Beijing, new on-streetparking systems and policies are highly needed.Recommendations for both are presented in thischapter.A rendering is shown of Hongju Bei Jie in theGuang’anmen Langqin area, showing the benefitsof the recommended on-street parking system.The street is currently stacked with illegallyparked cars on the street and sidewalk. Walkingis unpleasant and cycling has become dangerouswith cars coming in and out of parking spaces.The restaurants and shops on the southern side(right in the picture) have become inaccessible.The proposed on-street parking system includesperpendicular and parallel parking spaces on bothsides of the street with parking meters visible inyellow. Vehicle encroachment on the sidewalkis physically prevented with the installation ofbollard on the sidewalk’s edge. To further enhancethe attractiveness of the street for all users, bikelanes in both directions, a bike sharing station, awidened and continuous sidewalk, public seatingand trees are included. To ensure slow trafficspeeds and safe pedestrian crossing, the intersectionwith the small street heading south is raised.Beijing Parking, ITDP-China 1191 March 2015

6.1 Parking zonesThe lack of coherent pricing of parking in Beijing,where some streets are priced and others are notand shown with the surveys in chapter 3, lead todrivers cruising around to find parking spaceswithout charge. It is recommended to developon-street parking zones in which all streets whereparking is allowed to be priced according theprice of the zone in which they are located. Thezone and its borders should be chosen in the mostcentral and highest-demand areas where parkingproblems are worst, in order to lure drivers awayfrom these valuable areas. Signs should indicate todrivers when entering an on-street parking zoneor switching between one. Under supervision of acentral city government, and with assistance fromplanning & design institutes, district governmentsneed to carry out studies into parking demand,occupancy and turnover to identify which arearequire higher pricing than other areas.Following what international best practice prescribesand European cities practice, it is recommendedto implement paid on-street parking inareas where occupancies exceed 70% during peakdemand hours (including illegal parking). Theaim is to achieve 85-90% occupancy of on-streetparking spaces during peak demand hours. At thisoccupancy rate most parking is used but somespaces are still available, reducing cruising to aminimum. Other factors such as existing trafficcongestion and high-importance areas (businessdistricts, historical and tourist areas, etc.) are alsofactors that should be taken into considerationwhen defining zones and their borders. It requiresextensive, detailed studies into the parking occupanciesfor the entire city, but it is expectedthat Beijing needs to charge for parking in mostof the area within the 5th ring roads and in someareas beyond that. Every district in Beijing wouldhave at least a few areas where another one ortwo zones with a higher parking price. Parkingzones are by no means static though. Manyfactors, which change over time, influence parkingdemand and zones and prices should changealong to stay in line with the target occupancyrates. By expanding and adjusting the zones andprices according to parking demand, the parkingproblems of Beijing are gradually being solved.6.2 Parking priceThe parking prices set out by the Development& Reform Committee are mostly not followed.Illegal parking is poorly enforced, resulting inmany drivers who park for free on streets, sidewalksand setbacks. Those who do pay can oftenmake a deal with parking guards, especially forlong term parking.The price for on-street parking needs to beduration-based with no discounts given forSigns indicate drivers they are entering the on-streetparking zone in Budapest. The paid parking hours andthree-hour time limit, as well as a restrictions to truckaccess over 3.5 tons are shown.Source: ITDP-China, www.transportphoto.net, 2012Beijing Parking, ITDP-China 1201 March 2015

Source: Gyarmati (2011), Sustainable traffic in Budapest), https://www.itdp.org/wp-content/uploads/2011/06/197Parking zones in Budapest (top), Amsterdam (aboveright) and Auckland (above left) show differentiatedprices for on-street parking. Parking in closer proximityto the city center is more expensive.Source: Google Blogspot, http://1.bp.blogspot.com/-q_yYtkLPF_k/UNO7jboKhSI/AAAAAAAAA3M/neXqOk-8GMFI/s1600/City-Parking-Zones-e1348033887825.jpgSource: Gemeente Amsterdam (2014)Beijing Parking, ITDP-China 1211 March 2015

long-term parking. On-street parking shouldonly be for short-term parking and high prices,combined with time limits, need to ensure this.A flat parking fee per parking event incentivizesdrivers to park as long as possible to maximizethe sunk costs for parking there. It also encourageslong-term parking to occur on-street, whererelocating this parking demand to off-street parkingplaces is preferred. The surveys show thereis a large share of long-term parking (>3 hours)on many streets. An hourly (or half-hourly) feewill encourage drivers to park only for as long asthey need, resulting a higher turnover and highervacancy of on-street parking spaces. More spaceswill be available to short-term parkers who comefor a quick purchase and leave immediately, soon-street parking spaces will see higher turnoverand generate more customers for local businesses.A low price for curb parking may sound good forbusiness, but it is not. Actual pricing of parking ofthe Development & Reform Committee’s parkingprice will mostly affect commuters, who do notwish to pay hourly on-street parking fees. Theywill look for off-street parking spaces instead,giving back on-street spaces to short-term users,or use public transport, walk or cycle instead.Current hourly parking fees of 3.75RMB/15minutes can be kept, although higher prices athigh-demand, central locations may be needed.After implementation of the proposed on-streetparking system, occupancies need to be analyzedand parking prices adjusted to the new demand.On-street parking fees for residential parkingare recommended to be increased, since heavilydiscounted monthly parking fees incentivize carownership, and therefore car use.It is recommended to consider implementingincremental parking fees in future, when thesystem has matured. This entails raising thehourly parking fee incrementally for every consecutivehour parked. For instance, the first hourof parking costs 15RMB, the second 20RMB, thethird 30RMB. This is an additional incentive fordrivers to park off-street for long-term parking,freeing up curb-side space.Finally, the Development & Reform Committeeis not the best organization to take decisions onparking prices. Because parking prices are soclosely related to transport, the CommunicationsCommission should have a much stronger voicein the parking price.6.3 Parking bans and timelimitsWhen implementing the proposed on-streetparking system, streets need to be redesigned toaccommodate on-street parking spaces. On somestreets no on-street parking should be designedfor. Parking bans should be considered on streetswith a clear traffic function (as already is the caseThe chart above shows hourly parking fees for city centers in selected cities worldwide (in Chinese yuan/RMB).Beijing Parking, ITDP-China 1221 March 2015

No meters Meters Prices quadrupledWhen London implemented paid on-street parking at Grosvenor Square in 1958, its problems of double parkingdisappeared, with drivers (especially employees) parking in nearby streets where ample spaces were available.When prices for parking were quadrupled, the street had solved its parking problems and vacant spaces becameavailable.Source: Transport Research Laboratory, UKZurich, Antwerp, Vienna, and Madrid have on-street pricing schemes that charge amarginal cost increase with successive time to capture the increased marginal burdenof a car’s presence. The graph shows Zurich’s progressive charging scheme (1 CHF =6.29RMB). It is recommended to consider implementing a similar pricing scheme ifmany drivers still park for longer than 2 hours after implementation of the on-streetparking system.Source: Gyarmati (2011), Sustainable traffic in Budapest), https://www.itdp.org/wp-content/uploads/2011/06/197Beijing Parking, ITDP-China 1231 March 2015

on ring roads), on streets with high pedestrianvolumes such as shopping streets and on streetswhere traffic demand reaches road capacity orbike lane have priority. More street design recommendationsare given in the section on parkingdesign.On-street parking spaces are meant for shorttermparking and high turnover of parking spacesis needed to provide vacant spaces for thoseparking short-term and come for short shoppingtrips, business meetings, lunch, etc. Central zonesof on-street parking system in European thereforeoften apply time limits of 30 minutes to maximumthree hours. Hong Kong uses 2 hour This is alsorecommended for Beijing as an effective meansto increase turnover and vacancy of on-streetparking spaces. Time limits especially preventcommuters from parking on-street. In areaswhere plenty off-street parking spaces are vacant,time limits stimulate long-term parkers to parkoff-street.6.4 Parking technologyNo technology is used for on-street parking inBeijing. The government, responsible for safeand effective streets, bike lanes and sidewalks,has no information on the parking behaviour ofBeijing’s drivers. Parking demand, occupancies,turnover and revenue are unknown. As shownearlier, parking has a major impact on the liveabilityof the city and the effectiveness of its roadsand transport system. It is impossible to achievesuccessful transport demand management (TDM)without having basic data on parking behaviour.The implementation of a regulated on-street parkingsystem gives the government the opportunityto obtain these data and have control over parkingand traffic in the central areas of Beijing. Withthese data appropriate parking prices can be setand parking policies, regulations and restrictionsexplained, monitored and improved. Moreoverhigh-technology makes revenues transparentand separates parking payment from parkinginspection, leaving no possibilities for ‘leakage’ ofparking revenue.Furthermore the use of technology can createbetter service to drivers, who also ‘get somethingin return’ for paying a parking fee. Such benefitsinclude multiple payment options, pay-perminuterather than event, customer service andTime limit of two hours displayed on an on-streetparking meter in New York.guidance to vacant parking spaces.Such technology requires more investment upfrontbut over the long-term is more cost-effectivefrom both the government and operator’s pointof view. More important, such a system providesexceptionally valuable information for the citygovernment on parking and traffic that wouldnot be obtained with manual payment at parkingguards or traditional parking meters.Modern on-street parking management is muchmore than installing parking meters on the streets.Parking management includes the following tasks:●●procuring, operating and maintaining parkingpayment machines and other hardware (e.g.cell phone payment)●●checking of parked cars and parking spacesand troubleshooting●●communicating clearly with drivers, includinginstalling signs and supplementary information(traffic signs, road markings)●●enforcing parking regulations, includingfining and fee collection●●analysing the parking data from operation(occupancies, turnover, revenue, etc.) andcity-wide data to improve operations andensure good service to drivers. This is also includes(real-time) sharing of this informationBeijing Parking, ITDP-China 1241 March 2015

with the city government for planning andregulations●●procuring or developing, operating andmaintaining the software systems●●providing customer service about parkingregulations, prices, fines and other communicationactivities.The system’s ability to comply with the above isfundamentally influenced by the technical devicesused. High tech solutions allow for better and realtime monitoring and evaluation, and offer moreuser-friendly interfaces and payment options via areliable IT system. The more automated a parkingsystem is, the more efficient it is, allowing for amore correct fine tuning of parking zones and feesto steer drivers to the desired parking behaviour.A properly implemented modern parkingsystem ensures that:●●the machinery, tools, devices, equipment andinformation technology systems are mutuallycompatible and work together to create aninterconnected, reliable system;●●customer service issues are monitored andrecorded for daily review with data being setup allowing for easy querying, and backed-upto prevent data loss.●●parking operation is monitored and includesthe following hardware: a dispatcher service,vehicles, IT infrastructure required for theenforcement and sanctioning of parkingregulations (fining, wheel clamping and/orvehicle removal), for the collecting, handlingand storing of monitoring data, and for theensuring of the operational condition ofmonitoring devices.●●a control centre can control and monitor allcomponents of the parking system (includingfinancial data), to analyse data and act uponthe results of analysis and to share data withrelevant stakeholders (i.e. other municipalinstitutions).●●customer service handles issues withoutdelay and provides reliable information tocustomers.●●hardware elements (specifically the parkingmachines) are regularly maintained andoperate reliably, and the troubleshooting ofOn-street parking systems that have become verysuccessful and effective in other cities around the worldmake use of high-tech solutions and have integratedall elements of parking management. The graph aboveshows the recommended integrated parking system forBeijing.Beijing Parking, ITDP-China 1251 March 2015

problems is done within an acceptable timeframe.The complex parking system is to be managedby a single entity, best done by a contractedoperator which is responsible for the procuring,management and operation of all components inthe system, from the hardware and software to thehuman resources and administrative aspects.A modern parking system is based on anautomatic data collection, information share,equipment surveillance and task distribution.Monitoring interface can display the status offront equipment and controllers, such as parkingmeter battery status, payment amount, alarms,locations, occupancy rate of the zones, etc. Thisreduces the need for large amounts of staff.Main features of the technologyThere are two mainly parts involved in the technology-hardware and software. The technologymust be developed according to the requirementof the city as well as the rich experience of theparking operator, so that it provides a perfectcombination of the technology and management.Modern parking systems equipment are:●●Smart parking meters●●PDA for parking controllers●●Occupancy sensors●●LED occupancy boards●●On-board tag.Smart parking metersIt is recommended to use smart parking meters,also known as pay-and-display machines, whichserve multiple on-street parking spaces. Driversneed to able to find a parking meter within closeproximity from the parking space (1 parkingmeter per 40 parking spaces is used). Driversenter their license plate number on the smartparking meter’s touch screen and then providedifferent payment options. Multiple paymentoptions provide a better service to drivers andincreases adherence to parking fee payment. It isrecommended to include the following paymentoptions:●●RFID card: this smart card can be integratedwith the Beijing City Transport Card, thatis already in use for payment on Beijing’smetros, buses, taxis, P+R parking and numerousshops and services.●●Bank card (with NFC technology)●●Cash: although not a preferred option froman operational perspective (requires expensiveand intensive manual labor and is prone tovandalism and theft) the cash option withbank notes only is recommended to increaseacceptance of the system and compliance tothe fee.●●Cell phone payment: the most convenientpayment option is by cell phone. Paymentcan be done using text messages to phonenumbers clearly indicated on the parkingmeters, or by using an app on smart phones.These apps can also provide additional informationand services, e.g. real-time vacancyof parking spaces, both on- and off-street.Cell phone payment eliminates some of theproblems associated with parking fee collection.Numerous companies offer cell phonepayment systems for parking which chargecustomers a small service fee, thereby passingdown any costs associated with the service tothe customer, not the government or operator.Cell phone payment is also a good way to getbuy-in for introducing paid parking becauseit makes parking so much easier for drivers,who don’t need to look for coins or rush backto a meter when the paid parking time isrunning out.●●On-board tag: for fully automated parkingpayment, drivers can choose to register withthe operator and have an on-board tag installedin their car. This tag registers location,time and movement and detects when, whereand for how long drivers are parked. Paymentis linked to accounts and payments are processedautomatically. Overviews of paymentcan be reviewed online.Formal receipts can be printed on the meter onrequest, but tickets of payment proof need not beplaced underneath the windshield.Solar-power, with batteries for incidentaldowntime, reduce energy use and do not requiredigging up the pavement for ordinary electricitysupply with cables. This make installation muchcheaper, faster and more flexible during operation.The parking meters communicate with themain system through wireless GSM networks(GPRS/3G/4G), for which cables are not needed.Data on parking behavior are transmitted realtimeand problems can be reported withoutthe need for manual checks. The parking meterBeijing Parking, ITDP-China 1261 March 2015

automatically sends out errors such as jammedcash, a lack of paper for receipts or full cash boxesto the main system.The system should monitor the operation ofthe meters, indicating malfunctions, forwardingfinancial, statistical and technical data in a scheduledregime to the central database for processing,storage and access. Operational parameters, suchas parking fees and times, should be able to bemodified remotely from the control center.The parking meters can also be in constantcommunication with the parking occupancy sensorsthrough RFID and transmit these data to themain system who can transmit the information tothe real-time occupancy signs.The smart parking meters should be clearlyvisible to users, operate continuously (24/7),function at very cold and hot temperatures,be vandalism-proof and operate in ChineseMandarin and English.The parking meters greatly help the governmentand operator in monitoring and managementof the parking system. The two way informationsystems in these machines allow for real-timeremote monitoring, by:●●sending information about the current workingstate and the technical condition of themachines directly from the machines; thisis used to organize the technical staff, planmaintenance schedules, and troubleshootproblems.●●sending daily information about the revenuegenerated from operations as a system and permachine, as well as usage and turnover information;this information is used to preparereports and accounts, as well as see changesin usage and determine if changes need to bemade in the parking pricing, zones, or timesof usage.These smart parking meters are different fromtraditional parking meters. Traditional parkingmeters control somewhere between 1 and 4specific parking spaces and accept coins or smartcard payment. The meters then display the availableparking time and measure the time passedsince parking started. These meters do not provideany of the service to drivers or data to the governmentthat the proposed smart parking meters do.A solar powered parking meter in Nijmegen, the Netherlands.The number ‘6059’ underneath the P signrepresents the phone number for cell phone payment.After registering with the service online, drivers nolonger need to use the parking meter and can paythrough text messaging or with an app.Parking meter in Budapest,HungaryBeijing Parking, ITDP-China 1271 March 2015

Mexico City parking meterThe app of SFpark, San Francisco’s on-street parkingsystem, shows real-time vacancy and prices of on- andoff-street parking spaces. It helps directing drivers toavailable parking spaces and thereby reduces cruising.PDAs for parking operation andenforcementFor parking operation and enforcement, it isrecommended to equip parking guards withhandheld PDAs. The PDAs have GPS, GPRS,license plate recognition software, camera anda separate mobile printer that is connected viabluetooth. The PDAs communicate directly withthe central system.With payment done at the meter or by cellphone by license plate number input, no paperproof of payment tickets are needed under thewindscreen of the driver. To check for parkingpayment, inspectors rely on the use of handheldPDA devices (portable manual computers).Parking inspectors scan the license plate with thePDA and its license plate recognition software andare automatically told by the system whether thedriver of the car has paid. If he has, the inspectormoves on to the next parked car. If not, the PDAwill print a fine that is to be put under the windscreen wiper of the car. The inspector is asked totake pictures of the car from different angles andinput the brand and colour of the car. The fineis then printed automatically, with a time andlocation stamp, and the violation is registered inthe central system.Parking inspectors are assigned different routeson a frequent basis, making it impossible for themto have control over the same parking spaces allyear-round.Drivers are no longer to make dealswith parking inspectors and are required to paythe official parking price.The PDAs should have the following functions:●●automatic scanning of license plates withlicense plate recognition software;●●camera for photo-documentation of parkingviolations;●●logging violation data (location, time, vehiclelicense number, etc.);●●printing fines by automatically determiningthe charge and printing the ticket;●●transmitting data and content to the centraldatabase.The PDA shortens the period required forverification and fining, has thorough documentationof violations and is transparent. PDAscan work in online or offline mode (the latterusually meaning that events are recorded onlywithout GPRS/3G/4G communication). When inonline mode, PDAs provide information on theBeijing Parking, ITDP-China 1281 March 2015

movement and inspection activities of wardenson a continuous basis (so that the movement mayalso be displayed on a map), thereby ensuring thecontinuous monitoring of wardens as well as thepossibility for subsequent evaluations. PDAs canupload event data and photographs to the centraldata base on a continuous basis.The data gathered through PDAs are connectedwith software to other parts of the parking system,for instance the surcharging department. Carsparked in illegal locations can also be documentedby the parking inspectors and messagessent automatically by the system for immediateenforcement follow-up.Parking inspector shows predefined route for the day.PDAs used by parking inspectors in Budapest. Thelicense plate is scanned using license plate recognitionsoftware. Connected with Bluetooth to a printed carriedon the inspector’s belt, fines are printed automaticallyin case of non-payment.Parking inspector takes a picture of the fine put on thewindshield.Beijing Parking, ITDP-China 1291 March 2015

Sensors and Electronic Parking GuidanceSystemsIt is recommended to install Electronic ParkingGuidance Systems that show real-time vacancyof parking spaces. It directs drivers to nearbyparking facilities and helps decreasing search timeand cruising. Drivers spend a significant amountof their travel time searching for parking andthis measure will reduce that drastically. Everyon-street parking space includes an undergroundsensor that identifies whether a parking space isoccupied, through radio magnetic fields, whicheliminates issues with inundation due to rain. Thesensors communicate wireless with the parkingmeters which communicate with the centralsystem that controls the automatic updates ofvacancies. It is recommended to include vacanciesof off-street parking spaces as well (by cooperatingwith management companies of parking inpublic parking garages) in order to lure driversaway from on-street parking and make better useof available off-street parking.Sensors in every parking spot detect whether a space isoccupied or not. Through radio frequency it communicateswith the parking meter and the central system toassist in parking operation and provide real-time datato the electronic parking guidance systems, websiteand app.Source: Europe Parking SystemsReal-time parking vacancies in off-street parking buildingsin Beijing and Barcelona. Vacancies in the on-streetparking system can be integrated with these systems toreduce searching time for parking, thereby minimizingtraffic.Source: ITDP-China, www.transportphoto.netBeijing Parking, ITDP-China 1301 March 2015

Software systemTo be able to have all hardware in continuouscommunication with each other and the centralsystem, numerous intelligent software systemsare needed for data storage, inquiry, analysis,surveillance and other operations. An integratedIT system is necessary to fulfil all tasks of parkingmanagement and operation.Technical Operations Management subsystem:●●Automatic collection, analysis and reaction totechnical alerts from the smart parking meters●●Automatic collection, analysis and reportingof financial data from the smart parkingmeters●●Automatic start and process control of wheelclamping or towing in case of parking inillegal locations (on-street, sidewalk, setback,etc.)●●Provide data and control of the parking occupancyLED boards●●Visual presentation of the status and activitiesof the smart parking meters (technicaland financial data), inspectors, technicians,maintainers, collectors, wheel clampers, trafficsigns, road paintings, occupancy boards, toensure a fully transparent operation.Account Management subsystem:●●Background subsystem for smart parkingmeters and cell phone payment●●Cash-free payment solutions●●User interface for drivers (via internet) totrack their parking and change their settings●●Full functions for customers’ balance inquiry,charging and other serviceMobile Payment application:●●Simple-to-use user interface●●Presenting free parking places near to theposition of the driver on map (parkingguidance)●●Extremely easy to start and stop parking●●Real-time showing of time and costs of ongoingparking●●Parking History and Change settings functionPDA subsystem for surcharge generation,technical operation, money collection andwheel clamping:●●Large scale of automatization of surchargegeneration●●Minimizing human errors by strictly regulatedprocesses●●3G/4G communication via mobile internet●●Tracking the activities of the street staffDedicated subsystem for surcharge management:●●Collecting the surcharges from the inspectors’PDA-s●●Full functionality for managing customers’complaints at the front- and back-office●●Automatized notice letter generation, complainthandling, user interface for customersfor checking their surcharges.Real-time data on the parking situation outside arevisible to the parking operator and government whichboth have access to the data. Operations and troubleshootingare managed from here.Beijing Parking, ITDP-China 1311 March 2015

Real-time data on the status of smart parking meters.Notifications or bugs are reported by the meter automatically.Online, both the government and operatorhave insights into the operational data, such as theamount of cash money in the meter parking at anytime.Real-time data on thestatus and location ofparking inspectors.Beijing Parking, ITDP-China 1321 March 2015

6.5 Parking enforcementThe surveys described in chapter 3 show howcommon illegal parking on Beijing’s streets,sidewalk and setbacks has become without properenforcement carried out. Enforcement of parkingpayment within the paid on-street parking systemcan best be done by the parking operator, usingthe technology described earlier. The parkingoperator can also best be put in charge of notifyingdrivers of parking in illegal locations. It is inthe operator’s best interest that drivers park in thepaid on-street parking system, rather than illegallyon streets and sidewalk.Currently enforcement of illegal parking issparsely done by a government organizationcooperating with the Traffic Police. Despite nothaving the legal right to issue fines, they documentthe parking offence (include taken photoproof), share this with the Traffic Police and sticka notice on the car’s window. This summons thedriver to report to the Traffic Police and pay thefine there.This protocol works well, but is currentlydone on a very small scale. The protocol can befollowed by the parking operator as well. TrafficPolice can be notified of illegal parking throughthe PDA, which also enables sending the locationof the violation. The Traffic Police can thenA car in Budapest (Hungary) is clamped for failing topay the parking feefollow up on proper enforcement. Towing truckscan be used for immediate removal of illegallyparked cars in locations causing danger to trafficand pedestrians. Wheel clamps can be used forillegal parking where no dangers to road safety areposed.Fines for parking sh ould at least recoup thecosts of the towing or clamping plus administrativeprocedures and be high enough to ensureobedience to parking payment.A scheme is needed where late payment (e.g.A truck is used by the Tianjin Traffic Police to tow an illegally parked carBeijing Parking, ITDP-China 1331 March 2015

later than 20 days from receiving the fine) the finedoubles or triples. It is recommended to disallowissuing a new vehicle license when the driver failsto pay for parking fines. Another policy couldbe installed where parking violations result in areduction of ‘points’ on the driver’s license. Whentoo many points are lost due to parking or othertraffic violations, the driver’s license is withdrawn.The Traffic Police needs the financial meansto invest in enforcement equipment and pay forpersonnel. Sharing in revenue from parking finesis preferred, locking in an incentive for the TrafficPolice to enforce effectively. The responsibility ofenforcement of illegal parking on sidewalks andsetbacks should be with the Traffic Police.Citizen enforcementIn 2005 Guangzhou implemented a successfulapproach to enforcement of illegal parking onwalkways. Citizens could take a photo of theinfringing vehicle, and submit it to the TrafficPolice. The vehicle owner would be fined andthe person submitting the photo received a cashreward of 20 RMB. The system was very successful,and subsequently generated complaints andeven lawsuits from drivers who were illegallyparking. It became controversial, and was unfortunatelydiscontinued. Wuhan more recently trieda similar approach to parking enforcement.Assistants to Beijing’s Traffic Police stick notes on illegallyparked cars, notifying the driver to pay a fine atthe Traffic Police.Beijing Parking, ITDP-China 1341 March 2015

The proposed on-street parking system for the Guang’anmen Langqin area is shown in the graph above. It showsthe proposed formal, paid on-street parking spaces and closely matches with the current locations of illegalparking, shown in the top graph. Enforcement of illegal parking for this area is therefore expected to be minimal.Beijing Parking, ITDP-China 1351 March 2015

Beijing Parking, ITDP-China 1361 March 2015

6.6 Parking designWhen implementing the proposed on-streetparking system, streets need to be redesignedto accommodate on-street parking spaces. Thedesign of on-street parking spaces needs to becarefully integrated with traffic lanes, publictransport-priority lanes, bike lanes and sidewalks.To make drivers stick to parking in dedicatedparking spaces and to prevent parking on sidewalksand public spaces, the implementation ofbollards, or other forms of physical separation, isneeded. This also helps keep building entrancesfree from obstructions.At intersections, crossings and bus stops onstreetparking spaces ought to be removed andbulb-outs created. At driveways into parkingbuildings raised driveways should ensure continuouswalkways and pedestrian priority.In the design of the on-street parking system,space should be reserved for public space elementsin-between parking spaces. Instead ofhaving parking spaces along the entire length ofthe street, some spaces can be used for outdoorseating, bike sharing, restaurant seating or otherhigh value uses. This will be beneficial to business,where shop owners could be allowed to use thespace for their use, while creating a more livelystreet.On-street parking examples from (top) Amsterdam,Lyon, Utrect, and Paris. Parking spaces are clearlydemarcated and sidewalks and bike lanes are free fromvehicles. Parking meters are clearly visible (includingcell phone number for cell phone payment) and formalbike parking spaces are provided. Shops entrances arevisible and accessible.Bollards in Seoul keep sidewalks free from parked carsalong the Cheonggyecheon greenway.Beijing Parking, ITDP-China 1371 March 2015

Existing driveway at thesoutheastern entrance ofXincheng Guoji prioritizescar traffic. Bollards areset too far apart leavingspace for cars to park onthe pedestrian crossing,blocking pedestrians.Illegal on-street parkingis blocking the bike laneon Jintong donglu.A raised, continuouswalkway is proposed,where drivers need toslow down and give wayto pedestrians. Bollardsprevent illegal parking inthe entrance and a curbis protecting the bikelane from illegal parking.To prevent cars from parking at the pedestrian crossing and to shorten the pedestriancrossing, bulb-outs are designed for intersections.Beijing Parking, ITDP-China 1381 March 2015

Bulb-outs, outdoor seating, bike sharing stations andbike parking stands mix with on-street parking spacesin Copenhagen, Lyon and London.Photos: ITDP-China, www.transportphoto.net6.7 Business modelIn Beijing, as in nearly all Chinese cities, parkingoperation and management is fully outsourcedby the district governments. In an open biddingprocedure the operator is selected that paysthe highest fee to the district government inexchange for the right to operate paid on-streetparking. Information on these deals for Beijingare unknown, but in Chinese cities these typicallyvary from 40-80RMB/parking space/month. Theservice level agreements between the governmentand private company are weak and require little tono technology. Data on parking demand, turnoverand revenue are not provided to the governmentand parking fees, set at municipal level, are notrespected.Without experience in parking operation, letalone with high-technology, it is not recommendedfor Beijing’s district governments toset up their own government-owned parkingcompany, procure equipment and start operation.The governments are simply lacking the technicalknow-how and operational experience to implementand operate successful on-street parkingsystems and risk wasting government budgetswith an inferior system. Instead, cooperation withprivate sector companies with operational experienceis essential.Currently parking revenue is not shared withthe government. The best type of business modelis where the government remains in control ofparking revenue but cooperates with privateoperators for investment, technology provisionand operational experience. The city government,or a city-owned company, should start a tenderin which it describes the requirements for theon-street parking system and operation, accordingto the system proposed in this report. Privateoperators participate in a public bid after whichthe winner is announced based on the lowestfee requested from the government, but also oncriteria such as quality of the system, operationalexperience, financial guarantees, etc. The privateBeijing Parking, ITDP-China 1391 March 2015

operator implements and operates the system fora 10-15 year period and all parking revenues arepaid into bank accounts of the city government.From this revenue the private operator is paidbased on fixed fee, proposed in the tender andacknowledged in the contract, or better, based onrevenue share. With a revenue share the governmentreduces the risk of possible, lower thanexpected parking revenues.Because all parking revenue is funneled throughthe city-owned accounts, plenty of revenue is leftfor improvements to public transport, walkingand cycling improvements. At the end of thecontract the ownership of the parking system istransferred to the city government, who can thendecide to operate themselves or contract out anew tender for private operation.Advantages for the government:●●An advanced parking equipment and softwaresystem at zero cost;●●It can tap from private experience in parkingtechnology and operation;●●Parking data are obtained at no costs;●●Control over parking revenue and transparencyto drivers;●●Much higher parking revenue that canbe used for investment in transportationalternatives.Crucial is to have a bid with terms of referencethat include detailed system and operationalrequirements and a contract with service levelagreements in as much detail as possible. Sincethis work needs to be done before the projectstarts, expert advice is required up front. Theoperator should be held accountable to the SLA,with fines for non-compliance and even terminationof the contract if no solution exists.Fee (fixed orrevenue share)City government(or city-ownedcompany)PrivateoperatorParkingrevenueParkingsysteminvestment,technology,operationalexperienceDriver's parking feeDriver's parking feeProposed parking business modelDriver's parking feeBeijing Parking, ITDP-China 1401 March 2015

6.8 Costing & financeSince no detailed study has yet been done in theactual number of on-street parking spaces, forthe purposes of this analysis it is assumed that,based on the size of the Guang’anmen and similaron-street parking projects in Chinese cities, thesystem would comprise of 12,000 on-street parkingspaces.6.8.1 Direct investment costsThe direct investment cost items are describedbelow. The investment costs exclude bollards andenforcement equipment (clamps, towing vehicles,etc.), but include Chinese VAT of 3%.Smart parking metersTo minimize the maximum walking distance toa meter and prevent queues for parking paymentand, a meter is preferred for every 30 parkingspaces. With 12.000 parking places a total of 400smart parking meters is needed. Costs includeoccupancy sensor signal receivers.Occupancy sensorsAll on-street parking spaces have occupancysensors. Construction costs are included in theunit costs.PDA and separate mobile printerOne parking inspector is expected to control 50parking spaces. For 12,000 parking spaces, 410parking inspectors are needed per work shift.Inspectors use a PDA for license plate scanning,communication with the control center andtaking photo evidence of parking violations. Theprinters are needed for printing of fines. Technicalmaintenance can be done with 10 technicians pershift, for which PDAs are needed as well.On-board tagCosts for on-board tags for fully automatedparking payment are included in the costs ofthe system. Tags are beneficial to drivers whopark frequently in the paid parking zone, suchas residents and employees working in the zone.Although the number of users is expected to belower, a total of 12,000 tags are assumed.Led occupancy boardsThe occupancy boards need to be placed at strategiclocations, depending on the street network.An estimated number of 120 pieces are expectedto cover the planned parking zones.Software systemsSeveral software systems are needed for differentequipment and the system’s control center.Software needs to be localized for Beijing’s projectand the interface has to be developed for integrationwith the systems in use by related stakeholdersin Beijing (such as the CommunicationCommission for the sharing of parking data andthe Traffic Police for enforcement) several departmentsexisting system.Parking space demarcationAll on-street parking spaces are demarcated andgiven an ID number.Direct investment costs for 12,000 on-street parkingspace demonstration project in Guang’anmenDirect investmentcostsSmart parkingmetersParking meters’installationUnits Total costs(RMB)400 16,000,000400 600,000Occupancy sensor 12,000 18,000,000PDA and separate 410 2,870,000mobile printerOn-board tags 12,000 9,600,000Occupancy boards 120 9,600,000Software 1 3,000,000Parking space 12,000 720,000demarcation5% unforeseen costs 2,963,500TOTAL ¥63,353,5006.8.2 Indirect investment costsThe parking company needs to set up an office,customer service center, work room for technicians,training facilities, parking inspectors’changing room and storage, PDA charging andinspector dispatching center. Assumed in thecost calculation is for these spaces to be rentedwith interior construction to be done. Officefurniture, also including computers, printers andrelated office equipment (scanner, internet, etc.)are needed. Parking inspectors’ work cloths, 20cars, tool kits, and spare parts for the hardwareequipment.Beijing Parking, ITDP-China 1411 March 2015

Indirect investment costs for 12,000 on-street parkingspace demonstration project in Guang’anmenIndirect investmentcostsUnitsTotal costs(RMB)Kits for technical staff 20 60,000Workroom 1 197,000Cars 20 2,000,000Furniture for127 317,500employeesComputers and office 127 444,500equipmentCustomer office 2 677,000establishmentCell phones 611 244,400Working clothes 523 261,500PM fixture kit 1 100,0005% unforeseen costs 215,095TOTAL ¥4,516,995Additionally, the management cost for the 6month construction period is added. For the1-month trial period, when the operator is operatingat full costs but receives no income, investmentcosts are allocated as well.Total investment costs for 12,000 on-street parkingspace demonstration project in Guang’anmenTotal investment costs Total costs (RMB)Direct investment costs 63,353,500Indirect investment costs 4,516,995Management costs during 1,200,000construction1 month trial operation 4,100,7395% unforeseen costs 3,658,562TOTAL ¥76,829,7966.8.3 Financing costsA project length of 10 year is assumed. For acommercial bank loan 10.2 % interest is assumed,based on the Chinese interest base (6 %) and anadditional 70 % margin (4.2 %). Total interestover 10 years equals to 46,019,833 RMB, makingthe total investment for the operator over a 10year period: 122,849,629 RMB.6.8.4 Operation costsHR costFrom the start of operation, parking inspectorscheck 50 parking places, meaning 240 parkingcontrollers are needed at any given time. With24/7 operation, in the first year 800 day-time and47 night-time parking inspectors are needed.From the second year, 480 parking controllers areneeded for the day-time. From the third year wecalculate with 156 inspectors in the day shift and47 in the night shift, since operation has maturedby then. For comparison, in European cities, withsimilar technology, a controller can check 200parking spaces. Furthermore there is 1 head of thedepartment and another 36 people assisting staff.There should be two brick-and-mortar customersoffices customers office in addition to onlineservice. There will be 1 head of department, 27staff and 10 security personnel operate 7 daysa week. With modern technology, technicalmaintenance is very efficient and only 32 staff areneeded, headed by the CTO. Three IT staff do ITmaintenance. Three staff do PR and marketing, incooperation with the government. Three full timelawyers take care of legal issues.Due to automated software only 10 employeesare needed at the financial department: one chiefaccountant, 4 financial administrators and 4 laborissue administrators, as well as the head of thedepartment who is also CFO of the company. ForHR 5 staff are needed. The company managementconsists of a CEO, COO, Head of Purchasing,Quality Control and Secretary/Head of Office.The yearly labor cost of the parking company is32,626,800 RMB in the first and second year anddrops to 18,639,000,- RMB from the third yearonwards, mostly due to a lower number of parkinginspectors.Maintenance cost of the technologyThe maintenance cost for the hardware is containingall the necessary expenses to ensure 24/7operation of the equipment. These costs includespare parts, the cost of charging the batteries(even with solar charging the batteries have to becharged once a month).Maintenance cost (support) and license feeof softwareFor maintenance to the software system, a fairlyhigh 10% of acquisition cost is assumed, sinceBeijing Parking, ITDP-China 1421 March 2015

the parking management system is complex, withmany interrelated software.Other operation costFor PR and marketing, aimed at continuous,transparent customer service and feedback, anannual cost of 3,600,000 RMB is assumed.Including 5% unforeseen costs, the operationcosts for the first year are 51,555,021 RMB, whichincreases by 3 % inflation annually. Operationalcosts drop from the third year due to savingsin staff. Operation costs of the third year are37,727,531 RMB (including 5 % unforeseen costs).6.8.5 Parking revenue calculationSome assumptions are made for the calculationsof parking revenue, which are set out as following:●●Day time operational hours are assumed from7.00am-9.00pm. Even though the daytimeparking fee is higher, only 8 RMB/hour isassumed.●●Night time operational hours are assumedfrom 9.00pm-7.00am (0.5 RMB / half hour)●●Given inflation and growth of parkingdemand, parking fees will surely rise over the10 year contract period. In the calculation theparking fee is kept stable though.●●Only 25% parking occupancy of driverspaying for parking is assumed. Although notevery driver will pay and demand is not highduring the entire day, revenues can be expectedto be much higher. With the maturingof the system compliance to parking paymentis increased by a very conservative 1% annualincrease from the second year of operation.●●An average parking duration of two hours,based on the surveys, is used.The revenue calculation is as follows: one parkingspace has 14 hours of parking operation inthe daytime (7am-9pm), multiplied by 365 days,so 5,110 operational hours per year. If we take thefirst year’s occupancy rate of drivers parking andpaying of 25 %, then 1277.5 hours are sold. With 2hours average parking duration per parking event,639 parking actions at 16 RMB = 10,224 RMB isspent at each parking space. For 12,000 on-streetparking spaces, this equals 122,688,000 RMB.For night time we calculated with 2 parkingevents/parking space/night. So the income iscalculated as follows: 12,000 parking places x 25%occupancy rate x 2.5,- RMB / parking action x2 parking events/night x 365 days = 5,475,000,-RMB for all night time parking.The parking revenue for the first year for bothday and night time is 122,658,000 RMB. For subsequentyears the assumed 25% occupancy rateis increased incrementally to 34% due to higherparking demand and higher payment compliance.6.8.6 Profitability calculationThe revenue share between the government andprivate parking operator are assumed followingthese ratios, although these are negotiable beforesigning of the contract.Revenue shares between government and privateoperatorBeijing Parking, ITDP-China 1431 March 2015YearGovernmentrevenue sharePrivate parkingoperator share1 30% 70%2 30% 70%3 30% 70%4 40% 60%5 40% 60%6 40% 60%7 40% 60%8 40% 60%9 50% 50%10 50% 50%The profitability calculation of the 10 yearcontract period is shown in the table below. Thefollowing conclusions can be drawn:●●Total revenue from the 12,000 parking placesis 1,518,126,000 RMB;●●The Beijing government earns 39% (averageof 10 years) of all revenue as a net profit,amounting to 601,611,540 RMB, as well asthe local business taxes/VAT of the parkingcompany and the parking company’s employees’taxes (income tax, social security, etc.);●●The parking company will earn 61% (averageof 10 years) of the revenue, amountingto 916,514,460 RMB. Operation cost are434,300,830 RMB and investment cost (capitaland interest) of 122,849,629 RMB leavesthe parking company with a net profit of226,486,642 RMB.

Profitability calculation (per year). Total revenue and profit for company and government shown at bottom1st year 2nd year 3rd year 4th year 5th year 6th year 7th year 8th year 9th year 10th yearNumber of parking places12,000 parking places 12,000 parking places 12,000 parking places 12,000 parking places 12,000 parking places 12,000 parking places 12,000 parking places 12,000 parking places 12,000 parking places 12,000 parking placesYearly inflation (base: last year) 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00%Cumulated inflation (base: 1st year) 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00%OP Rate 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00%IMP Rate 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00%Operation timeOperation time DAYTIME 7:0021:0014 h 14 h 14 h 14 h 14 h14 h 14 h 14 h14 h 14 hOccupancy (counting the occupancy rate of the carsparking AND paying the parking fee)25.00% 26.00% 27.00% 28.00% 29.00% 30.00% 31.00% 32.00% 33.00% 34.00%Operation time 5,110 hours/year 5,110 hours/year 5,110 hours/year 5,110 hours/year 5,110 hours/year 5,110 hours/year 5,110 hours/year 5,110 hours/year 5,110 hours/year 5,110 hours/yearOccupancy 1,278 hours/year 1,329 hours/year 1,380 hours/year 1,431 hours/year 1,482 hours/year 1,533 hours/year 1,584 hours/year 1,635 hours/year 1,686 hours/year 1,737 hours/yearAverage parking period (hour) 2.0 h 2.0 h 2.0 h 2.0 h 2.0 h 2.0 h 2.0 h 2.0 h 2.0 h 2.0 h 2.0 hNumber of yearly parking action per places 639 664 690 715 741 767 792 818 843 869Average income by 1 parking event(based on 8,- RMB / hour and every started hourequals one hour's fee)¥ 16.00 ¥ 16.0 ¥ 16.0 ¥ 16.0 ¥ 16.0 ¥ 16.0 ¥ 16.0 ¥ 16.0 ¥ 16.0 ¥ 16.0 ¥ 16.0Income ¥ 122,658,000 ¥ 127,545,600 ¥ 132,451,200 ¥ 137,356,800 ¥ 142,262,400 ¥ 147,168,000 ¥ 152,073,600 ¥ 156,979,200 ¥ 161,884,800 ¥ 166,790,40021:00Operation time NIGHTTIME 10.0 h10.0 h 10.0 h 10.0 h10.0 h 10.0 h 10.0 h 10.0 h 10.0 h7:00Occupancy 25% 25% 26% 27% 28% 29% 30% 31% 32% 33% 34%Parking action / night 2 2 2 2 2 2 2 2 2 2 2Average parking period (hour) 5.0 h 5.0 h 5.0 h 5.0 h 5.0 h 5.0 h 5.0 h 5.0 h 5.0 h 5.0 h 5.0 hAverage income by 1 parking event (based on 0,5,-RMB / half hour)¥2.50 ¥ 2.5 ¥ 2.5 ¥ 2.5 ¥ 2.5 ¥ 2.5 ¥ 2.5 ¥ 2.5 ¥ 2.5 ¥ 2.5 ¥ 2.5Income-night ¥ 5,475,000 ¥ 5,694,000 ¥ 5,913,000 ¥ 6,132,000 ¥ 12,702,000 ¥ 6,570,000 ¥ 6,789,000 ¥ 7,008,000 ¥ 7,227,000 ¥ 7,446,000% of revenue for parking company 70% 70% 70% 60% 60% 60% 60% 60% 50% 50%% of revenue for government 30% 30% 30% 40% 40% 40% 40% 40% 50% 50%Total income of parking company ¥ 89,693,100 ¥ 93,267,720 ¥ 96,854,940 ¥ 86,093,280 ¥ 92,978,640 ¥ 92,242,800 ¥ 95,317,560 ¥ 98,392,320 ¥ 84,555,900 ¥ 87,118,200Total cost ¥ 55,181,738 ¥ 56,197,400 ¥ 38,240,591 ¥ 38,717,537 ¥ 39,341,276 ¥ 39,976,355 ¥ 40,630,486 ¥ 41,304,242 ¥ 41,998,210 ¥ 42,712,997Amortization (Capital consumption allowance) ¥ 12,946,840 ¥ 12,946,840 ¥ 12,946,840 ¥ 12,946,840 ¥ 16,183,550 ¥ 3,236,710 ¥ 3,236,710 ¥ 3,236,710 ¥ 3,236,710Business tax/VAT (to local government) 4.5% ¥1,597,837 ¥1,648,190 ¥840,134 ¥861,596 ¥889,665 ¥918,243 ¥947,679 ¥977,998 ¥1,009,227 ¥1,041,392EBIT ¥32,913,526 ¥22,475,290 ¥44,827,375 ¥33,567,307 ¥39,800,860 ¥35,164,652 ¥50,502,685 ¥52,873,370 ¥38,311,754 ¥40,127,101Interest ¥7,620,781 ¥7,122,349 ¥6,570,632 ¥5,959,932 ¥5,283,945 ¥4,535,691 ¥3,707,444 ¥2,790,652 ¥1,775,849 ¥652,558EBT ¥25,292,745 ¥15,352,941 ¥38,256,743 ¥27,607,375 ¥34,516,914 ¥30,628,961 ¥46,795,241 ¥50,082,718 ¥36,535,905 ¥39,474,544Income tax 25 % (to national government) 25% ¥6,323,186 ¥3,838,235 ¥9,564,186 ¥6,901,844 ¥8,629,229 ¥7,657,240 ¥11,698,810 ¥12,520,680 ¥9,133,976 ¥9,868,636Net income ¥18,969,559 ¥11,514,706 ¥28,692,557 ¥20,705,531 ¥25,887,686 ¥22,971,721 ¥35,096,431 ¥37,562,039 ¥27,401,928 ¥29,605,908Dividend base ¥14,307,230 ¥11,514,706 ¥28,692,557 ¥20,705,531 ¥25,887,686 ¥22,971,721 ¥29,757,475 ¥31,306,292 ¥20,131,378 ¥21,212,066Parking companies net profit ¥14,307,230 ¥11,514,706 ¥28,692,557 ¥20,705,531 ¥25,887,686 ¥22,971,721 ¥29,757,475 ¥31,306,292 ¥20,131,378 ¥21,212,066Government's net profit ¥38,439,900 ¥39,971,880 ¥41,509,260 ¥57,395,520 ¥61,985,760 ¥61,495,200 ¥63,545,040 ¥65,594,880 ¥84,555,900 ¥87,118,200CASH FLOWNet income ¥18,969,559 ¥11,514,706 ¥28,692,557 ¥20,705,531 ¥25,887,686 ¥22,971,721 ¥35,096,431 ¥37,562,039 ¥27,401,928 ¥29,605,908Interest + ¥7,620,781 ¥7,122,349 ¥6,570,632 ¥5,959,932 ¥5,283,945 ¥4,535,691 ¥3,707,444 ¥2,790,652 ¥1,775,849 ¥652,558Income tax + ¥6,323,186 ¥3,838,235 ¥9,564,186 ¥6,901,844 ¥8,629,229 ¥7,657,240 ¥11,698,810 ¥12,520,680 ¥9,133,976 ¥9,868,636EBIT ¥32,913,526 ¥22,475,290 ¥44,827,375 ¥33,567,307 ¥39,800,860 ¥35,164,652 ¥50,502,685 ¥52,873,370 ¥38,311,754 ¥40,127,101Consumption + ¥0 ¥12,946,840 ¥12,946,840 ¥12,946,840 ¥12,946,840 ¥16,183,550 ¥3,236,710 ¥3,236,710 ¥3,236,710 ¥3,236,710EBIDTA ¥32,913,526 ¥35,422,130 ¥57,774,215 ¥46,514,147 ¥52,747,700 ¥51,348,202 ¥53,739,395 ¥56,110,080 ¥41,548,464 ¥43,363,811Debt service - Interest ¥7,620,781 ¥7,122,349 ¥6,570,632 ¥5,959,932 ¥5,283,945 ¥4,535,691 ¥3,707,444 ¥2,790,652 ¥1,775,849 ¥652,558Debt service - Capital ¥4,662,328 ¥5,160,760 ¥5,712,477 ¥6,323,177 ¥6,999,164 ¥7,747,418 ¥8,575,665 ¥9,492,457 ¥10,507,260 ¥11,630,552Income tax ¥6,323,186 ¥3,838,235 ¥9,564,186 ¥6,901,844 ¥8,629,229 ¥7,657,240 ¥11,698,810 ¥12,520,680 ¥9,133,976 ¥9,868,636NET CF ¥14,307,230 ¥19,300,786 ¥35,926,920 ¥27,329,194 ¥31,835,362 ¥31,407,853 ¥29,757,475 ¥31,306,292 ¥20,131,378 ¥21,212,06610.0 hRevenue and profit over 10 year periodRevenue day time ¥ 1,447,170,000Revenue night time ¥ 70,956,000Total revenue ¥ 1,518,126,000Revenue for government (avg. 61%) ¥ 601,611,540Revenue for parking company (avg. 39%) ¥ 916,514,460Operation costs parking company ¥ 434,300,830Net profit parking company ¥ 226,486,642Net profit local government* ¥ 601,611,540* Total local government profit from the projectconsists of profit from parking revenue (601.6million RMB), business tax/VAT (10.7 millionRMB) and taxes on the company’s employees(such as income tax, social insurance, etc.)Beijing Parking, ITDP-China 1441 March 2015

7. Off-Street Parking Recommendations

7.1 Abolish parkingminimums for newdevelopmentsBeijing currently uses parking minimums for newdevelopments. Parking minimums, especially forresidential land use, are not high, compared toother Chinese cities, but are likely to rise in theforthcoming updates to the parking standard.Minimums require developers to build moreparking than would often be needed. This wasproven with the surveys at residential, commercialand office parking garages, as presented in chapter3. at By doing so, they build costly parking thatsits empty and encourages residents to drive.Minimum parking regulations impose majorsocietal costs and undermine efforts to createbalanced, sustainable transportation systems.Minimum parking regulations create a cycle thatencourages car transportation, and, in turn, influencespublic authorities to require more parking.This analysis is strengthened by a New Yorkstudy which found that accessory parking at homeis more likely to generate auto commutes thanother factors including household income, autoownership or a host of other things usually associatedwith the decision to drive (ITDP, 2010).Minimum parking regulations reduce density,increase distances between destinations, reduceland values and increases traffic congestion, airpollution, and construction costs, as well as discouragingwalking, bicycling and public transport.Minimum parking requirements are especiallydamaging to central business districts (CBDs).Many developers worldwide acknowledge thisand negotiate with the government to build lessparking than required to prevent having to passthe cost of expensive parking on to buyers andtenants.Construction of underground parking spacesin China costs approximately 3,000 RMB/m2(Cutian City Newspaper, 2014). With an undergroundparking spaces requiring 30-40m2, thetotal costs per space are 90,000-120,000 RMB perparking space and operational costs are approximately240RMB per month (Guangzhou PriceBureau Cost Survey Team, 2013).7.2 Implement parkingmaximumsIt is recommended for Beijing to change parkingminimums into parking maximums. Minimumparking standards ‘lock in’ driving into the urbanfabric whereas parking maximums are a powerfultool to control the number of parking spacesand put a hold on dramatic vehicle growth. Itlets developers decide the appropriate number ofparking spaces reasonably needed, within maximumsdefined by the government, and reducesland and costs associated with excessive parkingsupply. These maximums are based on roadcapacity, public transport access and livabilityfactors like air quality. Developers are in favor ofthese regulations, as it lowers unnecessary coststo their development, thereby increasing theirlikeliness of selling apartments and increasingtheir profitability.Cities that have successfully solved parkingproblems and have successful urban developmenthave taken a restrictive approach to parkingsupply and implemented parking maximums.Buildings do not necessarily need parking, butrather good access. This access can be providedwith high-quality public transport and NMTfacilities, which have much less or no negativeimpact on traffic and air quality. For instance, thehighest-value office and commercial building inLondon has no parking places at all, only somefor handicapped, motorbikes and bicycles. Threemetro stations are located within 500 meter fromthe building and three more within 1 kilometer.This shows parking often does not add value butextra costs to a building. London implemented aparking maximums for offices at 1 parking spaceper 1,000-1,500m2 of office space. Many cities,including Japanese, also exempt small buildings(under 1,500m2) from mandatory parkingconstruction. Other European capitals like Paris(France) and Budapest (Hungary) have lower(down to zero) maximums for developers, whenthe development is close to public transport. Inreturn the developers need to co-finance publictransportation to the development (which alsobenefits the developer since it raises its value).In China, Shenzhen is the first to implementmaximum standards for parking supply in newdevelopments. The Shenzhen Urban PlanningStandards and Guidelines (2014), defined by theBeijing Parking, ITDP-China 1461 March 2015

Shenzhen Planning Land Resource Commission,allow developers to provide a maximum of 80%of the normal supply for residential developmentswithin 500 meters from metro stations. For commercialland uses, the parking supply is based onland use, development intensity, transit accessibilityand road capacity and categorized into threezones. In areas with good transit service, limitedroad capacity and high development density,commercial parking standards are allowed to bereduced further, if a study proves less parkingsupply is needed.In Shanghai developments within 300 metersfrom rail transit station are allowed to decreaseresidential parking standards by a maximum of20%, following the Shanghai Regulatory PlanTechnical Guidelines (2011) by the ShanghaiPlanning and Land Resource Bureau.7.3 Implement a parking capA parking cap is a strategic land use and transportationdemand management regulation thatBeijing can use to influence both on-street andoff-street parking supply within a city or designatedzone. Also known as a lid or freeze, a parkingcap strategy seals the total available and futureprojected parking space at a selected level. It canalso be incrementally adjusted to reach long-termmodal shift goals. By capping the total number ofparking spaces, the city and district governmentshave more control over the growth of car use andcan decrease congestion, decrease pollution andstimulate the use of NMT and public transport.Some cities went so far as to freeze the parkingsupply at existing levels in downtown districts,recognizing the need for a limited number ofparking spaces to satisfy essential car trips.Beyond a certain threshold, the supply of parkingno longer fosters a healthy and desirable area.This policy approach was successful in reachingdesired, long-term city environmental and mobilitygoals in selected cities such as Portland, NewYork, Boston and Zurich.New York City set a parking cap in 1982 forthe Manhattan Core, encompassing the CentralBusiness District (CBD) below 96th Street, asa way to control the supply of public off-streetparking. Meanwhile, accessory parking—that isin addition to the floor area already permittedfor development—was deemed optional and anamount only up to a maximum value would beallowed. Many parcels of land previously occupiedby parking facilities have been replaced by morepremium uses. As a result, the total off-streetparking supply in the Manhattan CBD decreasedfrom approximately 127,000 public parking spacesin 1978 to 102,000 spaces in 2010.Boston instituted a freeze in 1976 to reducecar congestion and encourage public transit use.The freeze is administered by the Air PollutionControl Commission (APCC), which issuespermits to build parking based on existing supplyand a reserve set aside in a parking freeze bank.The bank exists in the event that a parking facilityis converted to another use. Future developerscan still tap into the bank and build parking asof right if the ceiling for the district has not beenreached. The freeze extended to East Boston in1989 and South Boston in 1993. Parking is controlledby both land use regulation and the StateImplementation Plan, which are meant to monitorhow the state complies with federal air qualitystandards. On-street parking spaces are exemptfrom the freeze. While the off-street parking capsucceeded in reducing congestion into the city,the cheap curbside parking spaces encouragedcruising within the downtown—especially due tothe higher price of parking in off-street facilities.Over time, the finite number of off-street spaceseither increases in value or remains underutilizedif the on-street situation is not managed well. Itencourages sharing of parking spaces for differentdemand groups, such as commuters versusshoppers and residents, since no new supply canbe expected and thus leads to greater efficiency ofuse.Zurich (Switzerland), Hamburg (Germany)and Copenhagen (Denmark) froze the existingparking supply in the city center. When a newspace is built off-street, an on-street space hasto be removed, so it can be repurposed for otherneeds like widened sidewalks, bikeways or publictransportonly corridors.This type of cap-and-trade was implementedin Hamburg in 1976 and in Zurich as part of its“historic parking compromise” in 1996. Zurichwent even further. Outside of the zone wherethe parking cap applies, the City of Zurich onlyallows developers to build new parking spacesif the surrounding roads can absorb additionaltraffic without congestion, and the air can handleBeijing Parking, ITDP-China 1471 March 2015

Various parking cap approaches by New York, Boston and ZurichCity Year Cap Introduced Number of Spaces Type of Space ImpactedNew York Manhattan Core 1982 Unknown Public off-street parkingDowntown BostonSouth BostonEast Boston 197619891993 35,55630,3894,062 Commercial ParkingDivided further into 3 subzonesLimits Commercial & EmployeeParking at Logan AirportZurich City Center 1996 Set to 1990 supplylevelParking Cap with a ReductionGoalPublic On- and Off-StreetZurich’s maximum allowable off-street parking supplydepends on the building’s proximity to high-qualitypublic transport. Maximums can be lowered if air pollutiontargets would be violated.Source: Stadt Zurich, Tiefbauamt (2011)Beijing Parking, ITDP-China 1481 March 2015

additional pollution without violating ambientair quality norms. The city has long been investingin public transit while decreasing private caraccess and every development within the city is300 meters away from a transit stop. For all landuses exempt from the parking cap, such as privateresidential developments, a mobility plan can besubmitted to the Mobility Management department.For example, landlords can include a transitpass as part of an apartment lease and build bikeparking to avoid fulfilling the parking requirements.These policies have helped making Zurichone of the most livable cities in Europe.Formulating a parking capThe general idea of a parking cap is to influenceindividual travel behavior in a way that favorsnon-driving modes, which must be done inconjunction with improvements to transit infrastructureas well as biking and walking facilities.An individual will contemplate travel preferencesbased on factors such as cost, time, comfort, safetyand attractiveness.Any strategy that is intended to affect tripchoice needs to be targeted at changing individualtraveling preferences. Establishing a parking capis important to limit car traffic but not to the pointwhere the area economy suffers from a decrease inaccess to destinations. The proposed approach forestablishing a parking cap is based on mode splitgoals, which can be set in two ways:●●Freeze Approach: This method, implementedin Zurich, Hamburg and Copenhagen anddescribed earlier, freezes the existing parkingsupply and no longer allows additional parkingsupply, unless other on-street or off-streetparking spaces are to be cancelled. A gradualreduction in the number of parking spacescan be used to lower car trips over time. Thisapproach is useful for built-up areas and areasthat need to be protected from more increasingcar travel.●●Modal split approach: This method uses thedesired modal split for an area and uses trafficmodels, based on surveys of existing traffic.It entails setting an ambitious target aimed ata modal split favored to public transport andNMT, rather than car traffic. Too high a carmodal split value generates higher congestion,makes the environment less livable andrequires more land for a parking, low-valueland use. Too low a car modal split value mayhamper the area from functioning and threatensits competitiveness, especially in areaswhere few high quality alternatives are available.Using traffic models, the desired modalsplit is then translated into car trips and parkingsupply for different buildings. This can beused to formulate the parking maximums fornew buildings. This approach can be used forboth existing and new development areas.In both approaches access to alternative trafficmodes such as public transport, walking andbiking are needed to accommodate modal shiftaway from cars.In Beijing, parking supply caps were alreadystipulated in the Beijing TransportationDevelopment Program 2004-2020, written by theCommunication Commission in 2005. The citygovernment, in cooperation with the districts,needs to freeze the parking supply in congested,central areas and define modal split targets foreach of Beijing’s areas, based on factors such asroad capacity, desired vehicle volumes and speeds,public transport access, accepted levels of pollution,density and number of jobs. Especially forcentral areas that are to be protected and wherecongestion is currently problematic, modal splitsfavoring public transport and NMT are needed.Beijing’s OD traffic model can be used to compareexisting and desired modal split and to calculateparking caps and maximums for each area.Existing parking supply can then be reviewed andspaces removed, starting with setbacks, on-streetand publicly operated off-street buildings. Parkingmaximums for new developments are then to beset for each area as well. Detailed studies for eacharea are needed.7.4 Private, residentialparkingThis type of parking constitutes of parking garagesor on-ground parking lots on the residentialdevelopment’s premises. If Beijing’s latest policy instimulating parking supply in residential areas isproceeded, this will lead to increased car ownershipand car use, putting even more pressure onthe city’s road system. As the surveys in chapter3 show, additional off-street parking will onlysit empty if on-street parking is not managedBeijing Parking, ITDP-China 1491 March 2015

Selected residential parking standardsCityMin. residential parking standard Note(parking spaces)Budapest 1.0/unit but 0.5 within 500m of PTHong Kong 0.057-1.275/unit high variety, depending on PT availability andapartment sizeStrasbourg 0.5/unit within 500m from PTStockholm 0.14/room assumed: 3 roomsShanghai 0.3-0.8/unit 0.3 if 100m2Tokyo 0.28/100m2Hamburg 0.2/unitBarcelona 0.17/unit 1.0 per 2-6 units, depending on areaLondon 0 maximums: 1.0/unit (2 bed rooms)Paris 0 maximum: 1.0/unitSan Francisco 0 maximum: 0.25/unitNew York(Manhattan, below60th st.)0 maximum: 0.20/unitMany cities worldwide have implemented a parkingmaximum for residential parking in their standards fornew residential developments, where others have lowminimums and discounts for proximity to public transport.Source: ITDP China (2014), http://globalparking.netappropriately. Especially when developmentsare in close proximity, say 500 meters, of metrostations, parking maximums should apply topromote the use of metro. Parking maximums areneeded to control the number of parking spaces toensure the operability of the area.For older residential areas, such as hutongs,where no off-street parking was built, a restrictiveapproach to parking supply is needed. The surveysat Cheniandian hutong show that few residentsuse the parking lot, despite a very low parkingprice. Enforcement of illegal parking within thehutongs would increase occupancy in the parkinglot. But providing parking solutions for residentsliving in hutongs is not recommended. Moreoff-street parking requires land and is expensive.Constructing mechanical parking costs 50,000-100,000 RMB per parking space and operationalcosts are 2,400RMB per year. Moreover, providingmore supply is only a short-term solution. Withinseveral years new off-street parking may beneeded again.Instead, no off-street parking should be built inthese areas and existing parking vacancy in thesurroundings better used with parking sharing.A proof-of-parking policy, successfully usedin Japanese cities, can be considered for olderareas as well. Before a new license plate is issued,residents who buy a car then first need to provehaving a parking space, by showing proof of ownershipof a parking space or a long-term rentalcontract of a parking space. This puts the problemof finding parking with the car owner rather thanthe government. Implementing a very limitednumber of residential permits for yearly parkingcould be considered, but this can only serve asmall number of residents and only in areas whereparking vacancies during day and night exist. Itshould be priced such that it reflects the value ofthe land, rather than being a favor to drivers.It also advised against to install electrical retractablebollards on public streets that only allowresidents to enter. Especially during day time,when residents are at work, this parking supplywould sit empty.7.5 Private, commercialparkingAbundant supply of parking at offices and shoppingcenters induces more car trips. When anemployee has plenty of parking spaces availableBeijing Parking, ITDP-China 1501 March 2015

Selected commercial parking standardsCityMin. commercial parking standard Note(parking spaces)Shanghai0.6/100m2Stockholm0.4-0.6/100m2Tokyo0.3/100m2Singapore0.2/100m2Seoul0.1/100m2Strasbourg 0 0.5/100m2 if parking demand cannot befound in vicinityAmsterdam 0 maximum: 1.0/250m2San Francisco 0 maximum 7% of total floor spaceLondon 0 maximum: 1.0/1,000-1,500m2Hong Kong 0Commercial parking standards are low or capped withmaximums in international citiesSource: ITDP China (2014), http://globalparking.netat his office, or a person has ample parking spacesto choose from at a shopping center, the chancesthis person drives to work or shops will increase.Parking supply therefore induces traffic and putsa burden on road capacity. Moreover, existingparking lots often have large vacancies, as provenin chapter 3. The Beijing governments needs tolimit car use by imposing parking maximumsfor new commercial developments. The sharingof parking spaces among different land uses andbuildings in the vicinity, as described in the nextsection, also helps making better use of existingparking facilities.7.6 Public off-street parkingPublicly accessible off-street parking places can beparking garages, parking buildings or on-groundparking lots that are not part of the public road.Development of new off-street parking buildingsin Beijing will serve little purpose if the on-streetparking is not taken on first. The surveys presentedearlier show that publicly accessible off-streetparking lots have fairly low occupancies, whereasoccupancies on some streets are very high. Pooron-street enforcement and free on-street parkingmake off-street parking lots unviable, for driversand investors.When implementing the recommended onstreetparking system, especially when combinedwith slightly cheaper prices for off-street parkingand time limits for on-street parking, manydrivers will shift to off-street parking. It is notrecommended for the government to developmore off-street parking with public funds. Rather,it should focus on making more existing off-streetparking open to the public. Private investors willsee opportunities in off-street parking supplywith an effective on-street parking system implemented.The government does need to controlprivate off-street parking lots. Through ‘zoning’the location and size of off-street parking lotsneeds to be controlled to prevent negative trafficOn-street parking must be tackled before private investmentin off-street parking supply can become viableTMsfcooProimBeijing Parking, ITDP-China 1511 March 2015

and air pollution impacts and prevent too muchland being taken up by parking. Parking pricesin these off-street facilities should be decided bythe market and not controlled by the government,also for monthly and yearly rental. Off-streetparking prices should be aimed at being lowerthan on-street parking prices to lure long-termparking to off-street parking garages. Privateparking operators are likely to develop pricingschemes tailored at different parking needs andensuring high occupancy. This will result inhigher parking rates in the city center than insuburban areas and monthly parking rates thatreflect the actual value of the parking space.7.7 P+R facilitiesAccording to the Beijing CommunicationCommission by October 2013, 37 P+R parkinglots were in operation. Based on these data andMetro station Line District天 通 苑 北 站 5 Changping通 州 北 苑 站 Batong Tongzhou传 媒 大 学 站 Batong Chaoyang安 河 桥 北 站 4 Haidian长 阳 站 Fangshan Fangshan篱 笆 房 站 Fangshan Fangshan大 学 城 站 Fangshan Fangshan南 关 站 Fangshan Fangshan苏 庄 站 Fangshan Fangshan西 二 旗 站 Changping Haidian朱 辛 庄 站 Changping Changping生 命 科 学 园 站 Changping Changping新 宫 站 4 Fengtai天 宫 院 站 4 Daxing枣 园 站 4 Daxing文 化 园 站 Yizhuang Daxing万 源 街 站 Yizhuang Daxing荣 昌 东 街 站 Yizhuang Daxing荣 京 东 街 站 Yizhuang Daxing张 郭 庄 站 14 Fengtai园 博 园 站 14 Fengtai霍 营 站 8 Changping龙 泽 站 13 Changping花 梨 坎 站 15 Shunyi后 沙 峪 站 15 Shunyi南 法 信 站 15 Shunyi俸 伯 站 15 ShunyiP+R facilities in BeijingSource: compiled from Baidu Maps (December 2014),http://www.maps.baidu.com; Beijing Daily (2013), http://bjrb.bjd.com.cn/html/2013-12/11/content_133149.htmExisting P+R facilities in BeijingBeijing Parking, ITDP-China 1521 March 2015

Zaoyuan metro station (Line 4)metro stationparkingNanguan metro station (Fangshan line)metro stationparkingthe latest on Baidu Maps, 27 P+R parking lotswere identified (shown right and below).Metro lines connect suburbs with the rest of thecity with high-capacity and high-quality publictransport. The often central locations of metro stationsee large flows of daily passengers and metrostation areas are areas for prime economic urbandevelopment. The metro station area therefore isnot suitable for very low-value, space-consumingP+R facilities. Not only are big opportunities formore suitable land development lost, existing landuses are negatively affected by the depleting effectland used for on-ground P+R parking facilities.Further growth of P+R facilities is discouragedand redevelopment of existing P+R facilities isrecommended.7.8 Parking sharingShared parking is when variations in activitypatterns between different parking users can beaccommodated by sharing of parking spaces atdifferent times of the day, week, month and onspecial occasions.In Beijing, parking standard regulations dictatethe creation of parking space based on individualland uses. This leads to underutilization ofspace that takes away the possibility to developBeijing Parking, ITDP-China 1531 March 2015

Parking sharing practices in selected cities.more active uses and compact design for thedevelopment.Shared parking works like a ‘food court’ whererestaurants share tables for guests. Individual newdevelopments in Beijing all build parking for theirown site, but they would be better off developingshared parking for several sites within closeproximity of each other. Parking demand at eachsite varies throughout the day: residential areashave higher parking demand at night than duringoffice hours, whereas offices have higher demandduring office hours than at night.By pooling the development of parking spacesand making these open for public access, manyparking spaces, land and costs can be saved.Parking sharing helps balancing parking supplyand demand and reduces the need for new offstreetparking spaces.Weekday peaks Evening peaks Weekend peaksOffices Shopping malls Shopping mallsBanks Restaurants Parks & touristsightsSchools Cinemas CinemasDifferent land uses have different peak parkingdemand hoursShared parking can be advantageous for developers,businesses and governments. It can alleviatetraffic congestion, allow for increased densitynear transit and promote compact development.The main benefits of pursuing a shared parkingstrategy include:●●Efficient and optimized use of existing parkinginfrastructure●●Burden on developers to build more parkingrelieved●●Support for transit-oriented development.Shared parking can reduce parking requirementsby 20-40%, creating positive economic,social and environmental benefits. For Beijing toreap the full benefits of such a program, parkingneeds to be publicly accessible with no private,reserved spaces. Parking sharing can be achievedfor both existing off-street parking, as well as forto be supplied parking in new developments.7.8.1 Parking sharing for existingparkingFor existing parking supply, districts shouldconduct studies studying existing parking supplyand demand at varying times of the day. Withresidential parking being a big problem, identifyingnearby offices with large vacancies at night,would eliminate the need for expensive, newoff-street parking buildings. The governmentcan also act as an intermediary in helping theprivate sector identify how the spaces can beshared. For instance, Stockholm Parkering inStockholm, Sweden is a parking authority thathelps developers find available parking spaces inBeijing Parking, ITDP-China 1541 March 2015

the surrounding district. The parking lot ownercan significantly increase its parking revenue bycharging drivers for parking spaces that wouldotherwise be unused. Parking fees, and penalties,are needed though to encourage users to notoverstay parking hours and ensure vacancy duringoffice hours. Also an agreement can be signedbetween the parking lot owner and user, as isapplied in some cases in Beijing and Shanghai.7.8.2 Parking sharing for newparking supplyFor new developments the Planning Commissionshould forbid operators to sell or rent individualparking spaces to single users and parking sharingshould be made a requirement for operators ofoff-street parking. Monthly and yearly rental canstill be sold to users, but a fixed parking spaceshould be banned to ensure maximum occupancyof all parking spaces and ensure efficient use ofland. Other stimuli could be higher allowablefloor area ratios (FARs) for a higher percentage ofshared parking.building used to host the former city governmentheadquarters and now hosts multiple state-ownedenterprises and government-affiliated organizations.It has over 300 on-ground parking spaceswhich are mostly used during office hours bydrivers who have a sticker on the car’s windshield,indicating payment of a monthly parking fee.After office hours at 6.30pm the parking lot opensup for visitors; especially residents in nearby areasuse the parking lot at night. During our timeof visit in late October 2014 at 9.00pm, manyresidents had parked inside the premises but evenmore spaces were vacant.When visitors come parking at night, theparking guards ask visitors when entering whenthey will leave. They are asked to leave before 7amif they park inside. If drivers wish to park longer,guards only allow them to park on the setbackoutside the gate. The parking price is 150RMB/month for visitors who join the parking sharingscheme.7.8.3 Chinese parking sharingexamplesOver 14 Chinese cities have a policy to encourageand guide parking sharing or have implementedparking sharing, including Beijing, Shanghai,Guangzhou, Xiamen, Hangzhou, Hefei, Xi’an,Jinan, Zhengzhou, Nanjing and Quanzhou.In 2011 the Beijing government announced thea notification of parking sharing to encourageand guide institutions in opening their parkinglots to the public after working hours. By 2011, 61parking lots were sharing 8,946 spaces in 6 centraldistricts. Most of these shared parking lots areopen to residents in the surroundings between6pm and 8am. In late 2013 the Beijing governmentapproved another policy on parking sharingwhere more details of the mechanism wereexplained and where charging parking fees wereallowed as long as these follow the Parking Pricepolicy and after registration with the Industrial &Commercial Bureau.An example of parking sharing in Beijing isthe Shifu Dalou on the corner of HuaibaishuJie and Changchun Jie in Xicheng district. ThisShifu Dalou building: parking for employees during theday (above) and for residents at night (below)Beijing Parking, ITDP-China 1551 March 2015

7.9 Banning setback parkingBeijing has abundant parking occurring onsetbacks, the space between the building front(privately owned) and sidewalk (publicly owned).Few practices are as destructive of the urbanenvironment and livability as setback parking.Use of the setback for parking requires incursionof the sidewalk for access to those spaces,damaging the pedestrian environment. On smallersetbacks cars do not even fit on the setbackand spill over onto the sidewalk, leaving little tono space for walking. Moreover it leads to poorbuilding access and backwards urban design.To preserve urban fabric and promote a pedestrianoriented streetscape, setback parking isrecommended to be prohibited and parking to beeliminated or moved to areas behind buildings,ideally combined with physical barriers such asbollards to assist with enforcement.Bogota (Colombia) managed to clear many of itssetbacks from parked cars, starting with the term ofEnrique Penalosa as mayor in the late 1990s.Source: ITDPSetback parking in Kiev (Ukraine) was removed andnow creates a much more attractive shopping environmentwhere shops thrive.Beijing Parking, ITDP-China 1561 March 2015

8. General Parking Recommendations

8.1 CommunicationsParking is becoming an increasing annoyanceto Beijing’s residents and media have recentlybeen investigating parking revenues and whichorganizations pocket these. Now is the time forthe government to act and implement policiesand systems that provide long-term, sustainablesolutions to parking, with positive effects to trafficand pollution.Of crucial importance is explaining what theparking reform entails, how it works and whatthe benefits for the people are. Important is todemonstrate how the proposed on-street parkingsystem organizes the streets, provides parkingspaces for those who need it, improves walkability,livability and road safety, reduces congestion,reduces air and noise pollution and increasesappeal and business from tourists and locals. Theproposed technology enables the government tobe transparent about parking revenues.Residents may not like paid parking, at pricelevels according to the standard, but it needs to beexplained that that is the only way to steer drivers’behavior and make on-street parking spacesavailable to them. It is made easy to pay withdifferent payment modes and the revenue is openabout parking revenues and how they are usedto develop public transport and NMT improvements.Through open communication it can beexplained to Beijing’s residents that this parkingreform benefits them and is best for the city.8.2 Residential permitsIt is not recommended to provide residentialpermits for those living within the on-streetparking zone. If it is decided to provide residentialpermits, for instance for old residential areasParking meter in Brisbane states that “Money collected from this parking meter is being used to build and maintainfootpaths across Brisbane”. Clear communication on parking revenue increases drivers’ acceptance of paidparking.Source: Karl Fjellstrom. www.transportphoto.netXicheng districtRing-fencing of parkingprofits for public transportinvestment andclear communicationto citizens are crucialin support for parkingreform.Beijing Parking, ITDP-China 1581 March 2015

where no off-street parking exists, then a cappednumber of permits needs to be found (basedon available spaces) for which residents need toapply. The government should set strict criteriasuch as maximum 1 permit per family, no outstandingfines, yearly renewal and a fee.8.3 Institutional changesParking responsibilities are scattered amongdifferent government divisions. The implementationof a parking reform commission, composedof stakeholders from all of Beijing’s organizationsinvolved in parking and supervised by theMayor, is recommended. High-level officialsfrom the Communication Commission, PlanningCommission, Traffic Police, Beijing MunicipalDevelopment and Reform Commission, UrbanManagement Office, Construction Commissionand Industrial&Commercial Bureau need tobe hired part-time to work with the Mayor oncomprehensive on-street and off-street parkingreform and part-time with each of their bureausto implement the policies set forth under thenew commission. This department can also assistdistrict governments with parking expertise andassistance in implementation on district level.Having Mayor’s approval is crucial in beingable to align all agencies in formulating holistic,comprehensive parking policies and create theenvironment for successful demonstration implementationand scale-up.parking revenue is used to fund Freedom Pass—aprogram that gives free transit tickets to theelderly (60+) and disabled.8.5 LeviesProviding off-street parking spaces at destinations,like offices and shopping centers, influencesmode choice. If more parking spaces are provided,more people are incentivized to drive thererather than take public transport, walk or cycle.Besides restricting off-street parking supply withmaximum parking standards, the governmentcan also decide to levy fees for each off-streetparking space provided to employees or shoppers.In the United Kingdom companies can be taxedfor spaces provided at work sites. Municipalitiesacross the UK are ready to charge up to £250 peryear, as has been proposed in Nottingham beginningin 2012, for a parking space at a work site.8.4 Ring-fencingRather than depositing parking profits into a generalfund it is strongly recommended to ringfenceparking profits to finance alternative sustainabletransport projects like public transport, NMT,bike sharing and public space improvements.Buy-in from drivers and local stakeholders can beearned with this type of initiative because driverscan see where their parking fee goes and that it isspent on transportation improvements and localstakeholders see improvements come to theirneighborhoods. In Barcelona, 100% of parkingfees are used to support Bicing—the city’s bikesharing program arranged as a public-privatepartnership with ClearChannel. In the Londonborough of Kensington and Chelsea, 12% ofBeijing Parking, ITDP-China 1591 March 2015

9. Proposed Implementation Schedule

To implement parking reform in Beijing, startingwith a demonstration project is recommended.Guang’anmen, which already has plans foron-street parking reform, can be a good areato start. Parking problems are wide-spread andof different nature, and solutions to the currentproblems in Guang’anmen can serve as examplesfor other areas in Beijing. In the implementationschedule Guang’anmen district is used, but otherdistricts can be chosen as well for demonstrationimplementation.The following steps for on-street parking reformare recommended.Phase 1: Surveys and preliminary planning& design of demonstration parking project(2-3 months)Detailed parking studies need to be conducted inthe Guang’anmen area. Surveys include:●●Existing on-street parking demand, occupancies,turnover, supply and illegal parking;●●Existing and planned off-street parkingdemand, occupancies, turnover and supply●●Traffic surveys into average speed during peakhours to identify areas where a more restrictiveparking should be followed;●●Identification of no or low-parking supplyareas, based on existing pedestrian volumes,historical and tourist value, business centers,etc.Based on these surveys, preliminary zonesand designs for each streets can be made.Improvements to walking, cycling and publictransport can be incorporated when redesigningroad cross sections.Phase 2: Public tender (2 months)Starting partly simultaneously with conductingthe survey, the government needs to establishdetailed requirements, both technical and service,of the on-street parking system it envisions,following the recommendations outlined in thisreport.Selection of the private parking companyshould be done under a public procurementtender. The winning bid is the most cost-effectiveoffer that meets those requirements. Other factorsthat should be taken into consideration includefinancial stability and viability of the private operator,relevant experience, references and equityrequirements for investment. This can be includedin the tender as pre-qualification criteria or it canbe formally evaluated in the tender process.Phase 3: Contracting (1 month)The contract is the main mechanism the governmenthas to control the level of service of the operatorand determine the fundamental parametersof operations. There are two main components ofthe contract: the obligations and the rights of theoperator. The obligations establish performancestandards to the system and service the governmentrequests. The rights establish the paymentor revenue that the operator receives in return.Furthermore, the rights and obligations of thegovernment are to be defined.Phase 4: Construction (4 months)During the construction phase the main activitiesare installation of parking hardware (parkingsigns, parking meters, occupancy sensors, occupancyboards, etc.), road construction, installationand debugging of the communication network,establishment of the central management officeand staff recruitment and training. Projects witha smaller number of parking spaces can be constructedsooner, down to two months.Phase 5: OperationBefore formal operation, a one month trialoperation is recommended to let drivers getfamiliar with using the system and let the operatorfix teething problems, both technically andoperationally.Full-fledged operation can start after the onemonth trial, if the operator meets the level ofservice set out in the service level agreement.The implementation schedule, includingon-street demonstration reform, institutionalchanges, off-street reform and financial reform, isshown in the following graphic.Beijing Parking, ITDP-China 1611 March 2015

Implementation schedule of Beijing parking reformImplementation schedule 15-Feb Mar-15 Apr-15 May-15 Jun-15 Jul-15 Aug-15 Sep-15 Oct-15 Nov-15 Dec-15 Jan-16 Feb-16 Mar-16 Apr-16 May-16 Jun-16On-street parking demonstration:Surveys, preliminary planning&designPublic tenderContractingConstructionTrial operationFull operationTransparent communication and service to usersReview parking prices based on traffic and parking dataConduct surveys, planning&design in other areasInstitutional:Improve Traffic Police's capacityFormation of parking reform commissionOff-street parking policy refor:Preparation of parking cap in Guang'anmenAllow reduced parking supply around metro stationsPrepare parking cap and maximums in selected areasFinancial:Prepare legislations for parking fines and surchargingImplementation of sustainable transportation fundBeijing Parking, ITDP-China 1621 March 2015