Following up on Simon Norton comments here of 2016/08/07
“Public Space” is generally mostly free. This includes footpaths, parks, and town squares. If one advocates charging for public transport, it would seem most of the same arguments would apply to public space. And yet few would actually support such a position, principally on grounds of equity.
There are also ways to make public transport funded on a sustainable basis while making it free to the user. There are cities which utilize a parking levy to completely cover all public transport costs.
Such modal funding transfers also carry a great deal of appropriateness when one considers the actual societal costs brought by private motor vehicle use and the actual societal benefits of collective transport.
“On-Street Parking Management”
How to overcome problems arising from unmanaged and illegal parking and how to design and install effective On-Street Parking management? This toolkit from the SUTP will help you design safer streets and may support creating a more efficient street use.
The document provides an overview of the different approaches to on-street parking management and provides advice to policy makers dealing with problems arising from unmanaged on-street parking. It addresses common problems that occur from illegal parking and circulating traffic searching for parking and points out approaches to overcome them. This includes information on the appropriate physical design of on-street parking as well as on the institutional basics and adequate tools for fee collection and pricing.
All in all the toolbox provides information on how to design and install on-street parking management effectively and efficiently and gives advice on how to detect and how to deal with violations of parking rules. Additionally the toolkit addresses the question on how to collect and how to use key parking data to further better on-street parking management.
Paris has a sustainable transportation strategy. It is working pretty well and they continue to make steady progress on it, though with miles to go before they sleep. What makes Paris particularly interesting and instructive as a real world example is that for many years it did not, and by the early 70s there were first big infrastructure initiatives knocking at the door that would have certainly turned it from being a city for people into a city for cars. And that particular destiny, by the way, was not just a random series of events. It was premeditated, largely shared in policy circles and destined to happen. At the time, in 1974, the Prefect for Paris (Paris did not at that point have its own mayor and hence a focal point and guardian of that special qualities) famously said (in my approximate but not inaccurate memory) “Parisians are born with two legs and four wheels”. Oops!
By Friso Metz, CROW KpVV
Carsharing has a great impact on the travel behavior of people. In the literature on the subject’s attention to the question of how large these effects are. There is less attention to the question of why auto so strongly intervenes on behavior. Lately, I am very active with the subject carsharing been busy. Because I am also working a lot with behavior modification, it is time to examine the relationship between these two themes. Below I do a first step. I’m curious about your response!
By Friso Metz, CROW-KpVV, the Netherlands
Recently a medium sized Dutch city asked my counsel about carsharing. The city wants to promote carsharing and is looking for ideas. While discussing with the city officials and their marketeers, we discovered a particular issue in carsharing. I explained that an average parking bay for carsharing in the Netherlands only shows a sign explaining that it’s intended uniquely for carsharing. The road surface shows a white cross which tells you that it is prohibited to park there (unless you are driving the shared vehicle).
William Spenser Vickerey, winner of the Nobel Prize for Economics, is considered the father of Congestion Pricing. He first proposed it in 1952, for the New York City subway system, recommending that fares be increased in peak times and in high-traffic sections and be lowered in others. Elected officials considered it risky at the time, and the technology was not ready. Later, he made a similar proposal for road pricing.
This article was written in 1992 by Todd Litman, executive director of the Victoria Transport Policy Institute, to summarize some of the defining principles set out in Vickerey’s extensive path-breaking early extensive pathbreaking contributions which in many ways defined the field. This essay can be found in its original form in the website of the Institute at http://www.vtpi.org/vickrey.htm.