Beijing-parking-ITDP-China

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 Many parcels of land previously occupiedby parking facilities have been replaced by morepremium uses.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