Implementation of parking meters in the Hip dromo …mexico.itdp.org/wp-content/uploads/Parking-Meter-Hipodromo-Mexico-… · 3 Implementation of parking meters in the Hip dromo neighborhood

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Implementation of parking meters in the Hipódromo neighborhood of Mexico CityBaseline StudyInstitute for Transportation and Development Policy (ITDP Mexico)

March 2013

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Acknowledgements

Final report realized by Andrés Sañudo Gavaldón. Special thanks to Salvador Medina, Jimena Veloz, Nicole Medgenberg, Jorge Gordillo, Rafael Gamba and Jesús Sánchez, for their critical reviews and contributions. Thanks also to Jonathan González for the generation of systemized geographic data.

Cover photo: Andrés Sañudo

This study by the Institute for Transportation and Development Policy (“ITDP”) was sponsored by the British Embassy in Mexico and the Prosperity Fund according to guidelines established in the project entitled “Automobile reduction strategies in Mexican cities”. The methodology consists of a series of investigations, analysis and reports realized to promote public policies in Mexico that facilitate the development of sustainable cities and help increase life quality for their inhabitants.

We would like to express our appreciation for the support provided by the Urban Development and Housing Department of Mexico City, as well as the Public Space Authority– leader of the parking meter implementation project in the Hipódromo neighborhood – for the realization of this work. We also express our gratitude to BNI Estacionamientos for providing permission to analyze and measure indicators in their facilities.

We also thank the Cuauhtémoc District government, ecoParq parking meter system of Mexico City and Operadora de Estacionamientos Bicentenario S.A. de C.V. for sharing information and helping in field work.

A special acknowledgement goes to the entire ITDP México team for the notable time and effort spent doing onsite work, specially to Denahí Valdez, Nicole Medgenberg, Jimena Veloz, Mariana Orozco, Karina Licea, Jorge Cáñez, Jorge Gordillo, Salvador Medina, Javier Garduño, Alejandro Palmerín, Luis Paz and Xavier Treviño.

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1. Introduction: Parking meters as a mobility and public space strategy

2. Classification of the Hipódromo neighborhood 3. Vehicle - Kilometers Traveled (“VKT”) and CO2 emissions 3.1. VKT inside Hipódromo 3.2. VKT during the entire length of travel 3.3. CO2 emissions

4. Traffic Congestion 5. Speed 5.1. Average speed by section 5.2. Maximum speed reached in section

6. On-street parking 7. Cruising time and cruising share of traffic 7.1. Cruising share of traffic and average time a space remains free 7.2. Cruising time 8. Public parking

9. Road safety

10. Analysis of estimated demand by residents 11. Conclusions

Content

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Tables, Diagrams and Charts

Tables Index

Table 1 INEGI's Basic Geo-statistical Areas that comprise the Hipódromo neighborhood. 11

Table 2 Number of economic units and employees in Hipódromo 14

Table 3 Number of daily trips starting in Hipódromo 14

Table 4 Number of daily trips ending in Hipódromo 15

Table 5 Modal share of trips with destination inside Hipódromo 16

Table 6 Motives of trips to Hipódromo 17

Table 7 Motives of trips to Hipódromo without considering trips returning home 17

Table 8 Passengers per private vehicle in Hipódromo 17

Table 9 Vehicle- Kilometers Traveled inside Hipódromo 20

Table 10 Vehicle- Kilometers Traveled during the entire trip to Hipódromo 21

Table 11 Performance of new vehicles 23

Table 12 Vehicle distribution on Citlaltépetl and Campeche, north to south 24

Table 13 Vehicle distribution on Citlaltépetl and Campeche, south to north 25

Table 14 Vehicle distribution on Tamaulipas and Campeche, north to south 27

Table 15 Vehicle distribution on Tamaulipas and Campeche, south to north 28

Table 16 Vehicle distribution on Iztaccíhuatl and Campeche, north to south 30

Table 17 Vehicle distribution on Michoacán and Amsterdam, east to west 31

Table 18 Speed measurement routes by section 33

Table 19 Average speed by section on Alfonso Reyes from Nuevo León to Pachuca. 33

Table 20 Average speed by section on Amsterdam Ave. from Sonora to Sonora 34

Table 21 Average speed by section on Campeche from Yautepec to Insurgentes. 34

Table 22 Average speed by section on Michoacán from Insurgentes to Pachuca. 34

Table 23 Average speed by section on Nuevo León from Tlaxcala to Sonora. 34

Table 24 Average speed by section on Sonora from Amsterdam to Sinaloa 35

Table 25 Average speed by section on Tamaulipas from Patriotismo to Laredo. 35

Table 26 Average maximum speeds 39

Table 27 Summary of on-street parking indicators for the total sample 41

Table 28 Summary of on-street parking indicators for block 1 44





Table 33 Summary of public parking indicators for 'Plaza Condesa' 62

Table 34 Road incidents reported in 2011 64

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Diagrams Index Diagram 1 Boundaries of the Hipódromo neighborhood 1

Diagram 2 Road hierarchy of Hipódromo 12

Diagram 3 Desire paths of automobile trips starting in Hipódromo 15

Diagram 4 Desire paths of automobile trips ending in Hipódromo 16

Diagram 5 Vehicle- Kilometers Traveled inside Hipódromo 19

Diagram 6 Location of vehicle count master stations 23

Diagram 7 Speed diagram by section during morning hours 36

Diagram 8 Speed diagram by section during midday hours 37

Diagram 9 Speed diagram by section during afternoon hours 38

Diagram 10 Location of on-street parking blocks studied 40

Diagram 11 Location of road accidents by type reported in 2011 66

Diagram 12 Available parking spaces map 67

Diagram 13 Map of observed vehicles parked overnight 68

Diagram 14 Map of estimated occupancy by residents 69

Charts IndexChart 1 Population change in Hipódromo 13

Chart 2 Vehicular occupancy in Hipódromo 18

Chart 3 Average volume per hour along Citlaltépetl and Campeche, north to south 24

Chart 4 Vehicle distribution on Citlaltépetl and Campeche, north to south 25

Chart 5 Distribution of vehicles during HMD on Citlaltépetl and Campeche, north to south 25

Chart 6 Average volume per hour along Citlaltépetl and Campeche, south to north 26

Chart 7 Vehicle distribution on Citlaltépetl and Campeche, south to north 26

Chart 8 Distribution of vehicles during HMD on Citlaltépetl and Campeche, north to south 26

Chart 9 Average volume per hour along Tamaulipas and Campeche, north to south 27

Chart 10 Vehicle distribution on Tamaulipas and Campeche, north to south 28

Chart 11 Vehicle distribution during HMD on Tamaulipas and Campeche, north to south 28

Chart 12 Average volume per hour along Tamaulipas and Campeche, south to north 29

Chart 13 Vehicle distribution on Tamaulipas and Campeche, south to north 29

Chart 14 Vehicle distribution during HMD on Tamaulipas and Campeche, south to north 29

Chart 15 Average volume per hour along Iztaccíhuatl and Campeche, south to north 30

Chart 16 Vehicle distribution on Iztaccíhuatl and Campeche, north to south 31

Chart 17 Vehicle distribution during HMD on Iztaccíhuatl and Campeche, north to south 31

Chart 18 Average volume per hour along Michoacán and Amsterdam, east to west 32

Chart 19 Vehicle distribution on Michoacán and Amsterdam, east to west 32

Chart 20 Vehicle distribution during HMD on Michoacán and Amsterdam, east to west 32

Chart 21 Average maximum speeds 39

Chart 22 Percentage of cruising by parking space type 60

Chart 23 Average time that a parking space remains empty 60

Chart 24 Average cruising time and time spent walking to final destination 61

Chart 25 Frequency of reported road incidents in 2011 65

Chart 26 Distribution of road incidents by type in 2011 65

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Acronyms and Abbreviations

Basic Geo-statistical Area is the fundamental unit of INEGI’s geo-statistical framework that links statistical information with geographic space. Centro de Estudios del Transporte, S.C.Travel Survey of the Metropolitan Zone of the Valley of Mexico.Hour of Maximum Demand.National Institute of Geography and StatisticsInstitute for Transportation and Development PolicyMetropolitan Transit RegulationsPassenger Transport Network of Mexico CityUrban Development and Housing Department of Mexico CityPublic Safety Department of Mexico CityMetropolitan Zone of the Valley of Mexico

Hour or hoursKilograms of carbon dioxide.Kilograms of carbon dioxide per liter.Kilometers.Kilometers per hour.Kilometers per liter.Vehicle - kilometers traveled

Carbon Dioxide.

AGEB.

CETRAN. TS.

HMD.INEGI.ITDP.RTM.RTP.

SEDUVI.SSP.

ZMVM.

Unitsh.

kgCO2.kgCO2/L.

km.km/h.km/L.VKT.

Chemical compounds

CO2.

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Many of the mobility issues faced by the Hipódromo neighborhood have their roots in the movement of activity towards the west and south, and the creation of de facto economic centers previously located the city’s historic center. The movement of economic activities toward the southwest eventually turned into a corridor with an axis that flowed from the downtown area to Periférico Sur along Insurgentes Avenue. This corridor, combined with the neighborhood’s high concentration of infrastructure and urban equipment, put pressure on the area since the nineteen seventies to modify its mostly residential zoning restrictions and gradually covert it into one of the most dynamic economic centers of the city.

As a result of the earthquake of 1985, however, the neighborhood lost many residents. By the end of the nineteen nineties and start of the new millennium, with the implementation of Bando 21, the Cuauhtémoc district and, in particular, Hipódromo, Condesa and Hipódromo Condesa neighborhoods underwent a real estate transformation that brought new commerce, offices, entertainment centers and housing to the area. Despite the economic transformation of these areas, however, no major changes were realized to manage the surging parking demand now common in this area.

Hipódromo experiences high parking demand mostly due to an increase in workers who every day occupy on-street parking spaces and use these spaces for parking free of charge. Motorists often double park and invade sidewalks and pedestrian access areas during extended periods of time. Local residents and short-term visitors have been brusquely pushed aside, forcing them to now invest disproportionate periods of time in cruising for a parking space.

In addition, the notable increase in traffic congestion has resulted in added noxious emissions and a reduction in road safety for both pedestrians and cyclists. Another negative effect is the promotion of the myth of a parking shortage1, and therefore about the need to build or generate new off-street parking spaces.

1. Introduction: Parking meters as a strategy for mobility and public space

1 Policy used by the government to redevelop central parts of the city, specially with affordable housing projects.

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The neighborhood has two subway (“Metro”) stations of Line 9; seven stations within walking distance of other Metro lines; seven stations of two lines of the bus rapid transit system (“Metrobus”); presence of the Zero Emission Corridor (renewed line of trolleys) that extends along Alvaro Obregón and forms part of the Ecobici public bikesharing system. Despite these facilities, the area presents disproportionate automobile use and, above all, excessive on-street parking congestion. For this reason, the area needs to improve mobility, as well as implement policies that re-order, rationalize and prioritize the use of public space.

The Institute for Transportation and Development Policy Mexico (“ITDP”) determined that it was necessary to realize this study with indicators that accurately reflect the state of Hipódromo right before the implementation of parking meters. Budget restrictions prevented a study of the entire area proposed by the Public Space Authority for the installation of the ecoParq parking meter system, which includes Condesa, Hipódromo, Hipódromo Condesa, Roma Norte and Roma Sur neighborhoods. Nevertheless, this specific area was chosen after taking into account (a) it’s location at the center of the proposed area; and (b) a high probability that the indicators here are similar to the rest of the aforementioned neighborhoods.

The multi-space parking meter system of Mexico City, ecoParq, is based on clear strategic objectives with respect to mobility, environmental protection and road safety for Mexico City, which may result in:

a. Recovery and regeneration of public space. b. Improvement of neighborhood mobility and a reduction in traffic congestion. c. Increase in both on-street parking regulations compliance and efficient use of public space. d. Decrease in double parking, parking on sidewalks, blocking of pedestrian ramps and/or other prohibited areas; as well as the promotion of short- term parking. e. Car use reduction as a means of transportation to, from and in the zone. f. Reduction of travel times. g. Reduction of gas emissions and personal exposure to pollutants and noise levels. h. Reduction in neighborhood road accidents and, in general, improvement in road safety conditions.

In addition to providing a “snapshot” right before the implementation of the new policy, a periodic inspection of these indicators should be used to help maintain compliance with the goals and performance of the parking meter policy. These results will help modify and improve the program’s operational rules for the purpose of achieving these goals.These results are presented by subject and may include one or more indicators. Each area requires an analysis of data obtained from field work realized by the Centro de Estudios del Transporte, S.C., the Civita consultancy and the ITDP Mexico team.

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2. Classification of the Hipódromo neighborhoodPopulation, socioeconomic and neighborhood travel data were gathered using the INEGI censuses and the Travel Survey (TS) of 2007 based on the AGEBS (basic geographic statistical unit) that comprises the area under study:

Neighborhood AGEBS

Hipódromo

0901500011197090150001120A0901500011337090150001134109015000114260901500011430

The following figure shows the respective boundaries of Hipódromo. The area under study is located to the west of Mexico City with an area of 1.2 km2 bounded at the north by Alvaro Obregón and Yucatan Ave. (Eje 2 Sur); on the south by Benjamin Franklin Ave. (Eje 4 Sur); on the west by Tamaulipas and Nuevo León; and on the east by Insurgentes Sur Ave.

CONDESA

HIPÓDROMO CONDESA HIPÓDROMO

ESCANDÓN

ROMA SUR

ROMA NORTE

Cuauhtémoc

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Hipódromo has many roads that readily connect to the rest of the city. As shown in the following diagram, the road structure of the area is based on an overlay of three important street networks:

1) Main arteries: on the perimeter of the neighborhood with an area of 6.5 km formed by Insurgentes Sur, Nuevo León, Baja California and Eje Sur 4 (Benjamin Franklin).

2) Secondary roads: with an area of 3.0 km made up of Tamaulipas, Alvaro Obregón and Sonora Ave.

3) Collector roads: with a length of 4.3 km and made up of Amsterdam Ave., Michoacán Ave., and Campeche.

CONDESA

HIPÓDROMO CONDESA

ARTERIA PRINCIPAL

HIPÓDROMO

ESCANDÓN

ROMA SUR

ROMA NORTE

Av. I

nsur

gent

es S

ur

Av. Baja California

Campeche

Av. Ta

maulip

asÁlvaro Obregón

Av. Sonora

Benjamín Franklin

Av. Nuevo León

ARTERIA SECUNDARIA

VIALIDAD COLECTORA

MAIN ARTERIES

SECONDARY ROADS

COLLECTOR ROADS

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Census data taken between 1990 and 2010 show that the Hipódromo’s local population has not remained constant. In 2000, the neighborhood lost 4.3% of its population; and in 2010, the population decreased 2.3% from 2005. As the following figure shows, the population has remained fairly stable at about 12,500 inhabitants.

Source: INEGI.

At this time, the population–area ratio indicates a density of 103 inhabitants per hectare; this same ratio was 123 in 1990. Since 2000, there has been a tendency towards fewer occupants per dwelling In this way, we can see that there has been a reduction of 0.9 inhabitants per housing unit between 1990, when this indicator was 3.2, and 2010, at which time it had dropped to 2.3.

Another important indicator for the purpose of this study is the rise in the percentage of dwellings with at least one car. INEGI’s Population and Housing Census shows that in 2010, 65% of private homes in Hipódromo had at least one automobile.

In work-related matters, based on the 2009 Economic Census realized by the INEGI, the area had 1,946 economic units or sources of formal employment. These economic units provided employment to 27,425 people who commuted every day to the neighborhood, 35.34% of whom made the trip by private car. This indicator increases when we consider informal economic activity, mainly comprised of informal parking attendants and mobile street vendors located in public areas that are not counted in this census.

With a population of 12,457 people and a commuter population of 27,425 formally employed workers, the neighborhood has an average of 2.2 employees per inhabitant without taking into account informal economic activity.

Población en Hipódromo

0

2,000

1990 1995 2000 2005 2010

4,000

6,000

8,000

10,000

12,000

14,000

16,000

14,747 12,505

11,994

12,748

12,457

Hipodromo’s Population

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AGEB No. ECONOMIC UNITS EMPLOYEES

0901500011197 215 3,974090150001120A 303 4,8380901500011337 188 4,2110901500011341 742 6,8880901500011426 253 2,6040901500011430 245 4,910Total 1,946 27,425

The following table shows that Hipódromo generates approximately 43,668 trips per day. Most of these trips have destinations inside the Cuauhtémoc district, representing 19.06% of trips that start in this neighborhood. In second place come internal trips, representing 12.65% of the total. This high figure clearly points to the fact that many residents work, study, shop and engage in leisure activities in the same area. In third place – with 6.79% - are trips with destinations in the Benito Juárez district, followed by expeditions to Gustavo A. Madero, Iztapalapa and Miguel Hidalgo districts

ORIGIN DESTINATION TRIPS %

HIPÓDROMO

Cuauhtémoc 8,322 19.06Hipódromo (internal) 5,522 12.65Benito Juárez 2,964 6.79Gustavo A. Madero 2,949 6.75Iztapalapa 2.570 5.89Miguel Hidalgo 2,555 5.85Coyoacán 2,238 5.13Alvaro Obregón 2,157 4.94Azcapotzalco 1,382 3.16Chimalhuacán 1,155 2.64Tlalpan 1,112 2.55Venustiano Carranza 1,098 2.51Iztacalco 1,040 2.38Tlalnepantla de Baz 931 2.13Ecatepec 844 1.93Cuajimalpa de Morelos 679 1.55Nezahualcóyotl 638 1.46Ixtapaluca 587 1.34.Xochimilco 550 1.26Cuautitlán Izcalli 529 1.21Naucalpan de Juárez 517 1.18Others 3,329 7.62

TOTAL 43,668 100

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Desire paths of car trips originating in the Hipódromo neighborhood

On the other hand, the neighborhood receives about 42,654 trips per day, most of which originate in Cuauhtémoc - with 14.96% of the total. Following Cuauhtémoc is Miguel Hidalgo with 12.12% of total trips; and in third place is travel from the Benito Juárez district with 8.58%.

ORIGIN DESTINATION TRIPS %Cuauhtémoc

HIPÓDROMO

6,382 14.96Miguel Hidalgo 5,170 12.12Benito Juárez 3,658 8.58Coyoacán 3,653 8.56Iztapalapa 2,705 6.34Álvaro Obregón 2,387 5.60Nezahualcóyotl 1,957 4.59Gustavo A. Madero 1,773 4.16Tlalpan 1,623 3.81Azcapotzalco 1,514 3.55Tlalnepantla de Baz 1,483 3.48Iztacalco 1,476 3.46Ecatepec 1,462 3.43Venustiano Carranza 1,341 3.14Ixtapaluca 717 1.68Naucalpan de Juárez 629 1.47Cuajimalpa 618 1.45OTHERS 4,106 9.63

TOTAL 42,654 100

Source: Travel Survey 2007, INEGI.

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Source: Travel Survey 2007, INEGI.

Similarly, the TS shows that private cars are the most widely-used transportation mode to visit Hipódromo, representing 39% of total trips. Considering that the same survey revealed that private cars represented about 20.7% of the modal share on a city-wide level, it becomes clear that the neighborhood is characterized by an intense use of automobiles.

MODAL SHARE DAILY TRIPS %Private car 16,634 39.00Bus 13,633 31.96Metro 2,767 6.49Others 9,620 22.55TOTAL 42,654 100

Is important to note that when the TS was realized, Line 1 of the Metrobus did not yet have the demand levels observed today. In addition, lines 2, 3 and 4 of this BRT system did not exist, nor had the recently inaugurated Line 12 of the Metro. In 2007, the Zero Emissions Corridor and Ecobici were not yet in operation. The accessibility of Hipódromo to the rest of the city due to these mass transit networks and mobility options lead us to believe that the neighborhood’s modal share has changed significantly over the last few years.

Next, we consider the motives of the trips measured in the TS. Most of these expeditions were made for work-related reasons, representing 46.11%. These data confirm that the urban and economic factors that characterize the neighborhood are not typical of a residential area.

Desire paths of car trips with destiny in the Hipódromo neighborhood

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MOTIVE OF TRIP DAILY TRIPS %Home 14,242 33.39Work 19,669 46.11School 3,243 7.60Shopping 1,529 3.58Recreation 1,369 3.21Other 2,602 6.10TOTAL 42,654 100

Work motives are strongly related to the demand for free on-street parking spaces, since workers who arrive in the area by car are all seeking ways to park for long time periods at the lowest price possible. In this sense, it is expected that the implementation of parking meters will help generate a significant change in the use of public space.

Focusing only on trips realized for work reasons; in other words, eliminating from the table above all trips realized by residents returning home, the most significant motive of travel to the area is predominantly work-related.

MOTIVE OF TRAVEL DAILY TRIPS %Work 19,669 67.48School 3,243 11.13Shopping 1,529 5.25Recreation 1,369 4.70Other 3,340 11.46TOTAL 29,150 100%

This means that nearly 70% of daily trips made to Hipódromo are realized by residents from other parts of the city for work-related reasons. It has also been noted that most automobile trips are realized by single passengers. On this basis, a calculation was made based on the average number of passengers per private vehicle circulating at any given time inside the area. In the future we shall see whether this number changes after the implementation of parking meters. This was based on direct observation in various neighborhood locations and calculated only considering private vehicles, omitting vehicles used for public transport, loading, motorcycles and bicycles.

PASSENGERS #1 7552 2833 62More than 3 18TOTAL 1,118

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Average vehicle occupancy observed in Hipódromo was estimated at 1.41 passengers per private vehicle. This estimate is consistent with data observed in the Baseline Study for the Implementation of Parking Meters in Polanco as well as vehicle occupation data estimated for Mexico City2 as a whole.

With the start of a payment system for on-street parking, it is expected that this indicator increases as a result of new incentives for car-pooling and sharing associated travel costs. This will have a positive impact on both car use reduction and traffic congestion. Average vehicle occupancy should be re-evaluated a year after the implementation of the parking meter system to provide time for the policy to take effect.

2 Average vehicle occupancy according to INEGI’s Travel Survey 2007 is 1.2 passengers per vehicle.

68%

25%

6% 2%

1 pasajero

2 pasajeros

3 pasajeros4 ó más pasajeros

Vehicle occupancy in the Hipódromo neighborhood

Passenger

Passengers

Passengers

or more Passengers

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3. Vehicle - Kilometers Traveled (“VKT”) and emission of CO2Key indicators of car use and reduction of greenhouse emissions are an estimate of vehicle- kilometers traveled (VKT) in Hipódromo and the amount of carbon dioxide released into the air from private transportation, respectively.

3.1 VKT

Calculation of the total VKT in the neighborhood was estimated in two parts: first, for the length of the trip realized inside the neighborhood; and second, the part corresponding to the overall length of the trip.

3.1.1 VKT inside HipódromoThis calculation was made starting with the average distance to the virtual center of the neighborhood from its main access points and the total estimated share of vehicles entering or leaving the area from each of these points.

CONDESA

HIPÓDROMO CONDESA

HIPÓDROMO

ESCANDÓN

ROMA SUR

21.3%0.98 km

ROMA NORTE

Cuauhtémoc

24.9%1.04 km22.8%

0.61 km

7.8%1.33 km

23.2% Av. Nuevo León

Av. Baja California

Av. Tamaulipas

Av. Insurgentes

Av. Sonora

1.16 km

Diagram of the percentage of automobile trips made via the main access point.

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The following results were obtained:

MAIN ACCESSDISTANCE TO

VIRTUAL CENTER (KM)

% TRIPS AUTOMOBILE TRIPS VKT

Sonora Ave. 0.617 22.8 3,796 2,342

Insurgentes Ave. 1.043 24.9. 4,150 4,328

Baja California Ave. 0.98 21.3 3,537 3,466

Nuevo León Ave. 1.16 23.2 3,855 4,472

Tamaulipas Ave. 1.33 7.8 1,297 1,725

TOTAL 100% 16,634 16,333

This means that there is an average of 16,333 VKT made each day inside Hipódromo.

3.2 VKT during the entire length of travel

In order to estimate the VKT for the entire length of the trip, the following calculation was realized:

1) Determine the linear distances between the virtual center of Hipódromo and the virtual center of each district of the Metropolitan Zone of the Valley of Mexico with which Hipódromo exchanged trips.

2) Modify the linear distance using a sinuosity index 3 of 20% to obtain approximate trip length.

3) Consider the return to the starting point as a single component of the entire trip.4) Multiply the approximate length of the trip to each municipality or district by the

number of car trips realized to and from each of these entities.

3 Sinuosity Index = (Real distance – Linear distance)/(Real distance + Linear Distance)

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The estimated VKT for the overall length of the trip was 191,946 km per day realized by visitors to Hipódromo:

ORIGIN DESTINATION TRIPS % DISTANCE (KM) VKT

Cuauhtémoc

HIPÓDROMO

2,488 14.96 4.5 11,196Miguel Hidalgo 2,016 12.12 6.3 12,701Benito Juárez 1,427 8.58 3.9 5,565Coyoacán 1,424 8.56 11.6 16,518Iztapalapa 1,055 6.34 17.0 17,935Álvaro Obregón 932 5.60 15.1 14,073Nezahualcóyotl 764 4.59 23.0 17,572Gustavo A. Madero 692 4.16 12.7 8,788Tlalpan 634 3.81 22.3 14,138Azcapotzalco 591 3.55 10.3 6,087Tlalnepantla de Baz 579 3.48 22.5 13,028Iztacalco 576 3.46 12.5 7,200Ecatepec 571 3.43 29.5 16,845Venustiano Carranza 522 3.14 16.9 8,822Ixtapaluca 279 1.68 43.3 12,081Naucalpan de Juárez 245 1.47 17.5 4,288Cuajimalpa 241 1.45 21.2 5,109Others 1,598 9.63 - -

TOTAL 16,634 100 191,946

It is important to note that this methodology solely takes into account the use of private vehicles for round trips between origin and destination without including trips realized for other reasons, either inside or outside the established trajectory. As a result, this estimate is considered conservative.

3.3 CO2 emisions

The estimate of CO2 emissions for private vehicles traveling inside Hipódromo was obtained using an emissions factor calculated based on data contained in the publication “Fuel economy of new passenger cars in Mexico: Trends from 1988 to 2008 and prospects” (EPA and NHTSA, 2012).

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The average efficiency (kilometers per liter) for new vehicles dated 1988 to 2008 is:

YEAR EFFICIENCY (km/l)1988 10.31989 10.21990 10.31991 10.31992 10.01993 10.21994 10.21995 10.31996 10.11997 10.51998 10.91999 10.72000 10.62001 10.92002 11.02003 11.22004 11.02005 11.02006 10.92007 10.92008 11.0

Average 10.5

In addition, according to the Final Regulations regarding Greenhouse Gas Emissions for Light Vehicles and the Corporative Average for Fuel Economy, published in October, 2012, each liter of gasoline consumed generates approximately 2.347697 kilograms of CO 2 per liter.

Based on this estimate, the number of kilograms of CO2 generated inside Hipódromo by private vehicles would be:

kgCO2 = VKT inside Hipódromo * (2)*(kgCO2 /Liter) /(km/Liter) = 16,333 * (2) * (2.347697)/(10.5) = 7,303.79

This figure is then multiplied by 2 to include the trip to exit the neighborhood, meaning that 7.30 tons of CO2 are emitted each day in Hipódromo as a result of automobile circulation. This does not consider the VKT and associated emissions related to cruising time that is analyzed below

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4. Road CongestionIn order to calculate the magnitude of daily and hourly traffic volume on the roads of Hipódromo, vehicle counts were realized during three business days of the week (Wednesday, Thursday and Friday) between 7:00 a.m. and 10:00 p.m. Data was collected in 15 minute intervals and distinctions were made between private cars, public transport, taxis, loading vehicles, motorcycles and bicycles in four master stations located in the neighborhood in order to avoid, as much as possible, vehicles merely passing through Hipódromo:

1. Citlaltépetl and Campeche.2. Tamaulipas and Campeche. 3. Iztaccíhuatl and Campeche.4. Michoacán and Ámsterdam.

With this data, the hour of maximum demand was identified for each direction and the share of public space used by every vehicle type throughout the day.

CONDESA

HIPÓDROMO CONDESAHIPÓDROMO

ESCANDÓN

ROMA SUR

ROMA NORTE

Av. I

nsur

gent

es S

ur

Coahuila

Av. Baja California

Campeche

Av. Ta

maulip

as

Michoacán

Álvaro Obregón

Av. Sonora

Benjamín Franklin

Av. Nuevo León

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The results per master station and direction are:

MASTER STATION Citlaltépetl and CampecheDIRECTION North - SouthSCHEDULE CAR TRANSIT TAXI FREIGHT MOTORCYCLE BIKE TOTAL

7:00 - 8:00 77 0 12 3 1 3 968:00 - 9:00 165 2 23 4 3 5 2029:00 - 10:00* 199* 3* 37* 10* 6* 9* 264*10:00 - 11:00 157 1 32 11 9 6 21611:00 - 12:00 159 2 27 15 14 5 22212:00 - 13:00 169 0 39 13 4 4 22913:00 - 14:00 188 1 36 11 7 4 24714:00 - 15:00 164 3 37 8 9 7 22815:00 - 16:00 188 0 30 15 18 12 26316:00 - 17:00 191 0 24 14 13 15 25717:00 - 18:00 175 0 22 9 12 11 22918:00 - 19:00 200 0 29 6 13 14 26219:00 - 20:00* 203* 0* 21* 5* 15* 20* 264*20:00 - 21:00 187 0 22 5 11 12 23721:00 - 22:00 132 0 29 1 8 6 176TOTAL 2554 12 420 130 143 133 3392

*HMD

VOLUME BY VEHICLE TYPE

CAR

PUBLIC TRANSPORTATION

TAXI

FREIGHT

MOTORCYCLE

BIKE

25

Measurements taken at this master station show that vehicle behavior is fairly regular throughout the day. It reveals an HMD (Hour of Maximum Demand)4 in the morning between 9:00 and 10:00 hours and another between 19:00 and 20:00 hours. We can infer that this intersection is used for trips without a destination in the neighborhood and that commuter behavior was generally not observed on this avenue.

MASTER STATION Citlaltépetl and Campeche.DIRECTION South- NorthSCHEDULE CAR TRANSIT TAXI FREIGHT MOTORCYCLE BIKE TOTAL

7:00 - 8:00 61 1 13 4 3 6 888:00 - 9:00 120 4 17 3 5 15 1649:00 - 10:00 131 3 24 6 11 12 18710:00 - 11:00 126 3 25 11 10 7 18211:00 - 12:00 111 3 20 13 8 6 16112:00 - 13:00 109 3 20 13 8 6 15913:00 - 14:00 125 3 13 8 9 7 16514:00 - 15:00 124 4 15 7 8 9 16715:00 - 16:00* 179* 2* 23* 9* 19* 15* 247*16:00 - 17:00 159 3 30 5 16 13 22617:00 - 18:00 152 2 16 5 11 12 19818:00 - 19:00 185 2 19 2 19 12 23919:00 - 20:00 168 2 12 2 12 12 20820:00 - 21:00 133 1 8 2 8 8 16021:00 - 22:00 124 1 9 1 6 5 146TOTAL 2,007 37 264 91 153 145 2,697

4 Hour of Maximum Demand or peak hour*HMD

DAILY VEHICLE DISTRIBUTION VEHICLE DISTRIBUTION IN HMD 4

CAR


TAXI

FREIGHT

MOTORCYCLE

BIKE

CAR


TAXI

FREIGHT

MOTORCYCLE

BIKE

26

At this point, it is possible to observe a rise in the level of road congestion starting at 14:00 hours which may imply the return of some residents to their homes after a day of work and the arrival of new visitors to the neighborhood for non-work related reasons (e.g., dining and/or other forms of entertainment).


DAILY VEHICLE DISTRIBUTION VEHICLE DISTRIBUTION IN HMD

CAR


TAXI

FREIGHT

MOTORCYCLE

BIKE

CAR


TAXI

FREIGHT

MOTORCYCLE

BIKE

CAR


TAXI

FREIGHT

MOTORCYCLE

BIKE

27

MASTER STATION Tamaulipas and Campeche.DIRECTION North- SouthSCHEDULE CAR TRANSIT TAXI FREIGHT MOTORCYCLE BIKE TOTAL

7:00 - 8:00 106 0 29 7 4 2 1488:00 - 9:00 143 0 43 6 7 7 2069:00 - 10:00 143 0 52 17 13 10 23510:00 - 11:00 157 0 49 20 14 12 25211:00 - 12:00 157 0 45 28 14 11 25512:00 - 13:00 177 0 42 20 12 12 26313:00 - 14:00 170 0 45 20 15 14 26414:00 - 15:00 235 0 52 11 21 17 33615:00 - 16:00 221 1 44 19 14 19 31816:00 - 17:00 229 1 52 12 21 16 33117:00 - 18:00 253 0 47 6 18 16 34018:00 - 19:00* 269* 1* 41* 5* 20* 20* 356*19:00 - 20:00* 268* 0* 37* 2* 20* 29* 356*20:00 - 21:00 251 0 36 1 9 5 30221:00 - 22:00 229 0 35 0 13 4 281TOTAL 3,008 3 649 174 215 194 4,243

*HMD


CAR


TAXI

FREIGHT

MOTORCYCLE

BIKE

28

At this station and direction, it is possible to observe behavior similar to that described above, although the rise in road congestion starting from 14:00 hours is less notable. We can also suppose that some residents are returning after work, but congestion rises mainly because of the arrival of new visitors to the neighborhood for recreational and other non-work related reasons

MASTER STATION Tamaulipas and Campeche.DIRECTION South- NorthSCHEDULE CAR TRANSIT TAXI FREIGHT MOTORCYCLE BIKE TOTAL

7:00 - 8:00 146 0 40 4 9 8 2078:00 - 9:00 264 0 56 4 7 12 3439:00 - 10:00 267 0 81 14 20 22 40410:00 - 11:00 246 0 63 21 16 14 36011:00 - 12:00 249 0 58 20 12 9 34812:00 - 13:00 261 0 58 16 13 7 35513:00 - 14:00 230 0 37 12 17 11 30714:00 - 15:00 318 0 51 15 19 14 41715:00 - 16:00 401 1 85 17 31 15 55016:00 - 17:00 390 1 98 12 31 14 54617:00 - 18:00 392 1 87 10 25 14 52918:00 - 19:00 438 0 87 4 25 17 57119:00 - 20:00* 455* 0* 80* 3* 24* 19* 581*20:00 - 21:00 448 0 77 1 27 12 56521:00 - 22:00 402 0 76 1 23 6 508TOTAL 4,907 3 1034 154 299 194 6,591

*HMD


CAR


TAXI

FREIGHT

MOTORCYCLE

BIKE

CAR


TAXI

FREIGHT

MOTORCYCLE

BIKE

29

* These observations allow us to make the same assumptions made in previous master stations.



CAR


TAXI

FREIGHT

MOTORCYCLE

BIKE

CAR


TAXI

FREIGHT

MOTORCYCLE

BIKE

CAR


TAXI

FREIGHT

MOTORCYCLE

BIKE

30

MASTER STATION Iztaccíhuatl and Campeche.DIRECTION North- SouthSCHEDULE CAR TRANSIT TAXI FREIGHT MOTORCYCLE BIKE TOTAL

7:00 - 8:00 13 1 8 0 1 2 258:00 - 9:00 32 0 10 1 3 4 509:00 - 10:00 38 0 16 5 1 7 6710:00 - 11:00 39 0 16 4 3 6 6811:00 - 12:00 43 0 10 4 4 5 6612:00 - 13:00 52 0 8 5 4 4 7313:00 - 14:00 70 0 12 2 4 6 9414:00 - 15:00 64 0 11 2 5 4 8615:00 - 16:00* 71* 0* 21* 7* 7* 7* 113*16:00 - 17:00 50 0 17 4 3 7 8117:00 - 18:00 51 0 17 4 3 7 8218:00 - 19:00 60 0 12 4 5 7 8819:00 - 20:00 57 0 11 2 7 5 8220:00 - 21:00 51 0 9 4 6 8 7821:00 - 22:00 50 0 11 4 7 7 79TOTAL 741 1 189 52 63 86 1,132

*HMD


CAR


TAXI

FREIGHT

MOTORCYCLE

BIKE

31

At this station and direction, greater activity can be observed during the lunch hour, which may imply a high level of restaurant activity in the area. Most of these trips are probably made by workers and residents of adjacent or relatively nearby areas.

MASTER STATION Michoacán and Amsterdam.DIRECTION East- WestSCHEDULE CAR TRANSIT TAXI FREIGHT MOTORCYCLE BIKE TOTAL

7:00 - 8:00 411 6 82 6 8 6 5198:00 - 9:00 529* 8* 116* 13* 13* 12* 691*9:00 - 10:00 385 6 120 14 13 20 55810:00 - 11:00 292 7 77 10 13 14 41311:00 - 12:00 205 6 83 15 15 16 34012:00 - 13:00 228 6 74 13 16 17 35413:00 - 14:00 224 5 76 11 20 25 36114:00 - 15:00 221 6 68 11 21 13 34015:00 - 16:00 210 6 62 14 20 23 33516:00 - 17:00 232 7 61 11 18 19 34817:00 - 18:00 237 4 56 15 18 16 34618:00 - 19:00 218 2 59 9 17 28 33319:00 - 20:00 209 3 50 6 14 19 30120:00 - 21:00 225 2 46 5 14 20 31221:00 - 22:00 210 0 43 5 12 16 286TOTAL 4,036 74 1073 158 232 264 5,837

*HMD


CAR


TAXI

FREIGHT

MOTORCYCLE

BIKE

CAR


TAXI

FREIGHT

MOTORCYCLE

BIKE

32



It is important to note that in all cases, private cars exceed all other vehicle types in the use of road share. Adding taxis, between 80% and 90% of road space in Hipódromo is used by automobiles. This adds significant pressure over road congestion, air quality and noise levels in the neighborhood.

It is also interesting that the HMD are concentrated during the afternoon hours with the exception of the last master station located on Michoacán and Amsterdam, which fills up between 8:00 and 9:00 a.m. This could be explained by the nature of Michoacán as a typical entry point to the neighborhood, as well as an increasing number of employees.

CAR


TAXI

FREIGHT

MOTORCYCLE

BIKE

CAR


TAXI

FREIGHT

MOTORCYCLE

BIKE

CAR


TAXI

FREIGHT

MOTORCYCLE

BIKE

33

5. Speed

Travel speed is an indicator commonly used to measure road efficiency. Knowing how fast vehicles travel inside Hipódromo is very useful since this can indicate reduced traffic congestion after the implementation of parking meters. This measurement can be broken into two parts: 1. Average speed by section. 2. Maximum speed attained in section

5.1 Average speed by section and actual speed

Speeds by section were measured on the following roads during the morning, noon and afternoon hours:

ROADS SECTIONAlfonso Reyes Nuevo León - Pachuca

Ámsterdam (circuito) Sonora – SonoraCampeche Yautepec – InsurgentesMichoacán Insurgentes – PachucaNuevo León Tlaxcala – Sonora

Sonora Ámsterdam - SinaloaTamaulipas Patriotismo - Laredo

Speed by section is important, as it can help map out zones of conflict on each road.

ROAD Alfonso ReyesDIRECTION Nuevo León - Pachuca

SectionDistance

(km)Sentido

Speed (km/h) Average (km/h)Morning Noon Afternoon

Nuevo León - Tamaulipas 0.493

EAST - WEST 14.2 17.0 15.7 15.6

WEST - EAST 29.1 25.3 15.6 23.3

Tamaulipas - Mazatlán 0.290

EAST - WEST 19.7 12.1 7.5 13.1

WEST - EAST 29.7 29.2 26.4 28.4

Mazatlán - Pachuca 0.133

EAST - WEST 13.1 17.8 24.1 18.3

WEST - EAST 18.6 10.5 9.9 13.0

34

ROAD Amsterdam (circuit)DIRECTION Sonora - Sonora

SectionDistance

(km)Direction


Sonora - Ozuluama 0.565 Circuit 19.2 16.4 17.1 17.6Ozuluama - Teotihuacan 0.675 Circuit 19.3 20.3 17.1 18.9Teotihuacan – Sonora 0.718 Circuit 15.9 15.1 10.9 14.0

ROAD CampecheDIRECTION Yautepec - Insurgentes

SectionDistance

(km)Direction


Yautepec - Tamaulipas 0.300 WEST - EAST 15.3 18.2 15.9 16.5Tamaulipas - Nuevo León 0.369 WEST - EAST 12.2 13.5 15.9 13.9Nuevo León - Insurgentes 0.481 WEST - EAST 18.9 14.5 13.3 15.6

ROAD MichoacánDIRECTION Insurgentes - Pachuca

SectionDistance

(km)Direction


Insurgentes - Ámsterdam 0.437 EAST - WEST 6.8 8.1 13.5 9.5Ámsterdam - Atlixco 0.382 EAST - WEST 11.6 10.9 15.4 12.6Atlixco - Pachuca 0.507 EAST - WEST 20.0 19.5 18.0 19.2

ROAD Nuevo LeónDIRECTION Tlaxcala - Sonora

SectionDistance

(km)Direction


Tlaxcala - Ozuluama 0.471SOUTH - NORTH 15.1 14.8 21.2 17.0

NORTH - SOUTH 15.2 27.0 11.3 17.8

Ozuluama - Laredo 0.322SOUTH - NORTH 22.9 26.9 21.0 23.6

NORTH - SOUTH 33.6 16.1 16.2 22.0

Laredo - Sonora0.420 SOUTH - NORTH 17.6 23.5 8.9 16.7

0.483 NORTH - SOUTH 33.5 27.8 17.2 26.2

35

ROAD SonoraDIRECTION Ámsterdam - Sinaloa

SectionDistance

(km)Direction


Ámsterdam - Ámsterdam 0.331EAST - WEST 16.3 17.7 16.0 16.7WEST - EAST 25.8 26.6 10.7 21.0

Ámsterdam - Colima 0.347EAST - WEST 8.1 12.6 8.7 9.8WEST - EAST 17.3 9.0 10.4 12.2

Colima - Sinaloa 0.297EAST - WEST 21.6 11.5 8.4 13.8WEST - EAST 16.5 36.2 20.8 24.5

ROAD TamaulipasDIRECTION Patriotismo - Laredo

SectionDistance

(km)Direction


Patriotismo - Alfonso Reyes 0.271SOUTH - NORTH 16.3 13.3 10.4 13.3

NORTH - SOUTH 23.7 16.0 18.5 19.4

Alfonso Reyes - Ozuluama 0.367SOUTH - NORTH 23.2 17.6 19.7 20.2

NORTH - SOUTH 21.0 15.1 14.3 16.8

Ozuluama - Laredo 0.291SOUTH - NORTH 12.6 10.8 15.7 13.0

NORTH - SOUTH 20.2 15.6 10.4 15.4

We believe that with the implementation of parking meters, average speeds by section will tend to increase. This is due to a possible reduction of car usage in the Hipódromo; as well as more available spaces availability as a result of reduced cruising time and fewer cars looking to park at any given time.

Empirical analysis yields the following results. Taking into account all sections under study, the average speed by section is 17.2 km/h; the average maximum speed measured by section was 36.2 km/h; and the minimum speed was 6.8 km/h. In the morning, the average speed by section was 18.9 km/h; at mid-day, 17.8 km/h; and in the afternoon, 15 km/h.

These figures reveal that average speeds slowed during the day. This effect is related to the results obtained at the master stations, where demand was generally seen to rise during the afternoon and evening hours.

36

It is also important to note that after analyzing every section, the average measured speed exceeded 30 km/h in only two cases. This shows that the Hipódromo neighborhood operates as a relatively calm de facto transit area (slow zone) with respect to automobile speed. This said, many benefits normally expected in such well-designed areas are not reaped by public space users. In other words, car speed in the neighborhood is largely determined by traffic congestion levels rather than by functional road design to facilitate the safe transit of users such as handicapped, pedestrians and cyclists.

In order to efficiently implement 30 km zones, on-street parking must be improved to facilitate compliance with Transit Regulations. Parking meters have been shown in diverse cities to be highly-effective in helping to achieve these goals. In other words, the implementation of parking meters in the Hipódromo neighborhood will not only help curb automobile use, increase parking space availability, diminish time loss and reduce pollution but also open the door at some future time to additional options to help make the neighborhood friendlier to all users as well as safely integrate diverse modes of transport.

SPEED OPERATIONS DIAGRAM BY SECTION DURING MORNING HOURS

Velocidad promedio, periodo matutino

0.00 a 12.0012.00 a 24.0024.00 a 36.00

CONDESA

HIPÓDROMO CONDESA

HIPÓDROMO

ESCANDÓN

ROMA SUR

ROMA NORTE

Av. I

nsur

gent

es S

ur

Coahuila

Av. Baja California

Campeche

Av. Ta

maulip

as

Michoacán

Alfonso Reyes

Álvaro Obregón

Av. Sonora

Amst

erda

m

Benjamín Franklin

Av. Nuevo León

29.09

19.73

15.28

6.82

19.34

18.88

19.3

419.2

4

33.4

5

8.12

17.29

21.6

25.8416.3

15.92

Average speed, morning hours [Km/hr]

37

SPEED OPERATIONS DIAGRAM BY SECTION DURING MID-DAY HOURS

Velocidad promedio, periodo medio día

0.00 a 12.0012.00 a 24.0024.00 a 36.00

CONDESA

HIPÓDROMO CONDESA

HIPÓDROMO

ESCANDÓN

ROMA SUR

ROMA NORTE

Av. I

nsur

gent

es S

ur

Coahuila

Av. Baja California

Campeche

Av. Ta

mau

lipas

Michoacán

Alfonso Reyes

Álvaro Obregón

Av. Sonora

Amst

erda

m

Benjamín Franklin

Av. Nuevo León

25.33

12.14

18.19

20.31

8.14

14.47

15.0

7

16.4

1

27.8

2

12.63

11.54

26.5717.67

15.07

Average speed, mid-day hours [Km/hr]

38

SPEED OPERATIONS DIAGRAM BY SECTION DURING AFTERNOON HOURS

Velocidad promedio, periodo tarde

0.00 a 12.0012.00 a 24.0024.00 a 36.00

CONDESA

HIPÓDROMO CONDESA

HIPÓDROMO

ESCANDÓN

ROMA SUR

ROMA NORTE

Av. I

nsur

gent

es S

ur

Coahuila

Av. Baja California

Campeche

Av. Ta

mau

lipas

Michoacán

Alfonso Reyes

Álvaro Obregón

Av. Sonora

Amst

erda

m

Benjamín Franklin

Av. Nuevo León

15.57

7.48

18

17.13

13.53

13.3

17.1

3

17.1

1

17.2

2

8.69

10.36

8.4

10.6715.96

10.94

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39

5.2 Maximum speed attained in section

In order to determine the maximum average speed attained by vehicles, measurements were made using a radar pistol at a distance between 20 and 30 meters from the vehicles. This process was realized between 09:00 and 17:00 hours on October 9, 2012.The speed of 971 vehicles was measured on secondary roads inside Hipódromo with the following distribution:

For each type of road, the following maximum average speeds were measured:

These 971 measurements yielded the following results:AVERAGE MAXIMUM SPEED 29.82 km/hAVERAGE ADJUSTED MAXIMUM SPEED 29.66 km/hMAXIMUM SPEED ON COLLECTOR ROAD 56 km/hMAXIMUM SPEED ON LOCAL STREET 51 km/h% EXCEED 50KM/H ON COLLECTOR AVENUE 1.2%% EXCEED 30KM/H ON LOCAL STREET 37%

VEHICLES COUNTED BY TYPE OF ROAD

AVERAGE MAXIMUM SPEED (KM/H)

Local Collector road

Local Collector road

40

6. On-street ParkingThere is a supply of 3,429 regular on-street parking spaces plus 18 spaces occupied by taxi bases.

The results of the study reveal the following on-street parking indicators for five typical blocks inside Hipódromo, comprised in total of 108 blocks

1. Block bounded by the streets Ensenada, Benjamin Hill, Cholula and Alfonso Reyes.2. Block bounded by the streets Saltillo, Campeche, Cholula and Vicente Suárez.3. Block bounded by the streets Michoacán, Amsterdam, Laredo and Mexico.4. Block bounded by the streets Amsterdam, Celaya, Popocatépetl and Glorieta Popocatépetl.5. Block bounded by the streets Iztaccíhuatl, Chilpancingo, Amsterdam and Campeche.

CONDESA


ESCANDÓN

ROMA SUR

ROMA NORTE

Cuauhtémoc

1

2

3

4

5

41

The results measured as a total average of the blocks under study were:

Hipódromo (block average)Supply of legal parking spaces 41Average stay in legal parking spaces 4.19 hoursAverage stay in illegal parking spaces 1.24 hoursAverage occupancy in legal parking spaces 86.1%Total average occupancy (illegal spaces) 113%Turnover in legal spaces 2.86Turnover in illegal spaces 9.67

SCHEDULE08:00 08:15 08:30 08:45 09:00 09:15 09:30 09:45 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45

Regular occupancy

74% 73% 76% 77% 79% 81% 82% 82% 83% 82% 85% 84% 86% 85% 85% 85%

LEGAL PARKING SPACES

30 30 31 32 32 33 34 34 34 34 35 35 35 35 35 35

SIDEWALK 1 1 1 1 1 1 1 1 1 2 2 1 2 1 1 1

PEDESTRIAN 1 1 1 1 2 2 2 2 2 2 2 3 3 3 2 3

CROSSING 0 1 1 0 0 1 1 0 0 0 0 0 0 1 1 1

PARALLEL IN ENTRANCE

1 1 1 2 1 2 1 2 2 2 2 2 2 2 2 1

PERPENDICULAR IN ENTRANCE

3 3 3 3 3 3 4 3 5 5 5 5 5 5 6 6


6 7 7 7 7 8 9 9 10 11 11 11 12 12 12 12

% ILEGALIDAD 15% 17% 16% 16% 17% 20% 21% 21% 25% 28% 27% 28% 29% 29% 29% 29%

Ocupación TOTAL 89% 90% 92% 93% 96% 100% 102% 102% 108% 110% 113% 112% 115% 115% 114% 114%

SCHEDULE12:00 12:15 12:30 12:45 13:00 13:15 13:30 13:45 14:00 14:15 14:30 14:45 15:00 15:15 15:30 15:45

Regular occupancy

86% 89% 89% 89% 90% 89% 88% 87% 87% 91% 94% 94% 93% 95% 95% 93%

LEGAL PARKING SPACE

36 37 37 37 37 37 36 36 36 38 39 39 38 39 39 38

SIDEWALK 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

PEDESTRIANCROSSING

2 2 2 2 2 2 3 3 2 2 2 2 2 2 1 2

DOUBLE PARKING

1 0 0 1 1 1 1 1 1 1 1 1 1 1 0 1


1 2 2 2 3 2 2 2 2 3 3 3 3 3 3 3


6 6 7 7 7 7 6 7 6 6 6 6 7 6 7 7

ILLEGAL 11 12 12 13 13 13 13 14 12 13 13 13 13 12 13 13

% ILLEGAL 28% 28% 30% 32% 32% 31% 32% 33% 29% 32% 31% 32% 33% 29% 31% 31%

TOTAL Occupancy

114% 117% 119% 121% 121% 119% 120% 120% 117% 123% 125% 125% 125% 124% 125% 124%

42

SCHEDULE16:00 16:15 16:30 16:45 17:00 17:15 17:30 17:45 18:00 18:15 18:30 18:45 19:00 19:15 19:30 19:45

Regular occupancy

93% 91% 91% 91% 92% 88% 90% 88% 87% 83% 83% 85% 85% 79% 83% 76%

LEGAL PARKING SPACE

38 37 38 37 38 36 37 36 36 34 34 35 35 33 34 31

SIDEWALK 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

PEDESTRIANCROSSING

2 2 2 2 2 2 2 3 2 2 2 2 2 1 1 1

DOUBLE PARKING

2 2 2 2 2 1 1 1 1 0 0 0 0 1 0 0


3 3 3 3 3 3 3 2 2 2 2 2 2 2 2 2


6 6 6 6 6 5 6 6 5 5 5 4 3 3 3 3

ILLEGAL 15 14 14 14 14 11 13 13 12 10 10 9 8 8 8 7

% ILLEGAL 36% 33% 35% 35% 33% 28% 31% 33% 28% 24% 25% 21% 19% 18% 18% 17%

TOTAL Occupancy

129% 124% 126% 126% 126% 116% 121% 121% 115% 107% 107% 107% 105% 98% 101% 94%

6.1. Results by block

Regular Occupancy Illegal Total Occupancy Supply of Legal Parking Spaces

ON-STREET PARKING OCCUPANCY BY TYPE OF PARKING

43

STAY OF CARS PARKED IN LEGAL SPACES



DOUBLE PARKING

PEDESTRIANCROSSING

SIDEWALK

0 to 3 hours

3 to 6 hours

over 6 hours

VOLUME OF CARS PARKED BY TYPE OF ILLEGAL PARKING

44

Block 1: Bounded by the streets Ensenada, Benjamin Hill, Cholula and Alfonso Reyes.

BLOCK 1Supply of legal parking spaces. 31

Average stay in legal parking spaces 4.5 hoursAverage stay in legal parking spaces 1.78 hours

Average occupancy in legal parking spaces 90.7%Average total occupancy (with illegal spaces) 121.1%

Turnover in legal parking spaces 2.66Turnover in illegal parking spaces 6.72

SCHEDULE08:00 08:15 08:30 08:45 09:00 09:15 09:30 09:45 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45

Regular occupancy

87% 90% 87% 84% 87% 94% 90% 90% 94% 94% 97% 94% 97% 87% 87% 87%

LEGAL PARKING SPACE

27 28 27 26 27 29 28 28 29 29 30 29 30 27 27 27

SIDEWALK 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1

PEDESTRIANCROSSING

0 0 0 0 1 1 2 2 2 1 1 2 2 1 0 1

DOUBLE PARKING

1 1 1 1 1 1 2 1 0 0 0 0 1 2 0 0


3 3 2 3 2 3 3 4 4 3 3 3 3 3 3 3


0 1 1 1 1 2 2 3 3 4 4 4 3 3 5 4

ILLEGAL 4 5 4 5 5 7 10 10 9 8 8 9 9 9 8 9

% ILLEGAL 13% 16% 13% 16% 16% 23% 32% 32% 29% 26% 26% 29% 29% 29% 26% 29%

TOTAL Occupancy

100% 106% 100% 100% 103% 116% 123% 123% 123% 119% 123% 123% 126% 116% 113% 116%

SCHEDULE12:00 12:15 12:30 12:45 13:00 13:15 13:30 13:45 14:00 14:15 14:30 14:45 15:00 15:15 15:30 15:45

Regular occupancy

87% 84% 84% 87% 84% 87% 87% 87% 84% 90% 94% 87% 87% 94% 94% 94%

LEGAL PARKING SPACE

27 26 26 27 26 27 27 27 26 28 29 27 27 29 29 29

SIDEWALK 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0

PEDESTRIANCROSSING

1 3 3 1 2 2 2 2 1 2 2 1 1 1 0 0

DOUBLE PARKING 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0


4 4 4 4 4 3 4 4 4 6 5 5 6 6 5 4


3 5 5 7 5 6 5 5 5 6 4 4 4 4 4 4

ILLEGAL 8 12 12 13 12 11 12 11 10 14 11 10 11 11 9 8

% ILLEGAL 26% 39% 39% 42% 39% 35% 39% 35% 32% 45% 35% 32% 35% 35% 29% 26%

TOTAL Occupancy

113% 123% 123% 129% 123% 123% 126% 123% 116% 135% 129% 119% 123% 129% 123% 119%

45

SCHEDULE16:00 16:15 16:30 16:45 17:00 17:15 17:30 17:45 18:00 18:15 18:30 18:45 19:00 19:15 19:30 19:45

Regular occupancy

100% 100% 97% 90% 97% 94% 94% 87% 90% 90% 90% 94% 97% 97% 97% 87%

LEGAL PARKING SPACE

32 31 30 28 30 29 29 27 28 28 28 29 30 30 30 27

SIDEWALK 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

PEDESTRIANCROSSING

1 1 1 2 1 2 4 3 3 4 3 3 3 2 2 2

DOUBLE PARKING

2 0 0 0 0 1 1 1 1 0 0 0 0 1 0 0


6 5 5 6 5 4 4 4 3 3 3 3 3 3 4 4


6 5 5 5 3 2 2 3 3 2 3 3 2 2 1 1

ILLEGAL 15 11 11 13 9 9 11 11 10 9 9 9 8 8 7 7

% ILLEGAL 48% 35% 35% 42% 29% 29% 35% 35% 32% 29% 29% 29% 26% 26% 23% 23%

TOTAL Occupancy

152% 135% 132% 132% 126% 123% 129% 123% 123% 119% 119% 123% 123% 123% 119% 110%

Regular Occupancy

Illegal

Total Occupancy

Supply of Legal Parking Spaces


46

STAY OF PARKED CARS IN LEGAL SPACES

0 to 3 hours3 to 6 hoursover 6 hours

Sidewalk Pedestrian Crossing

Double Parking

Parallel in entrance Driveway invading sidewalk


47

Block 2: Bounded by the streets Saltillo, Campeche, Cholula and Vicente Suárez.

BLOCK 2Supply of legal parking spaces 43



Turnover in legal spaces 2.53Turnover in illegal spaces 5.85

SCHEDULE08:00 08:15 08:30 08:45 09:00 09:15 09:30 09:45 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45

Regular occupancy

84% 81% 79% 81% 84% 81% 81% 84% 84% 79% 84% 84% 81% 81% 77% 79%

LEGAL PARKING SPACE

36 35 34 35 36 35 35 36 36 34 36 36 35 35 33 34

SIDEWALK 1 1 1 2 3 3 3 4 4 5 5 5 6 6 6 5

PEDESTRIANCROSSING

3 3 3 3 4 3 3 3 4 5 4 5 4 4 5 4

DOUBLE PARKING

1 3 1 0 0 2 1 0 0 0 1 1 1 2 4 3


2 1 1 1 1 3 1 2 1 2 2 2 1 1 1 1


1 1 1 1 1 3 3 3 3 3 3 2 3 4 7 6

ILLEGAL 8 9 7 7 9 14 11 12 12 15 15 15 15 17 23 19

% ILLEGAL 19% 21% 16% 16% 21% 33% 26% 28% 28% 35% 35% 35% 35% 40% 53% 44%

TOTAL Occupancy

102% 102% 95% 98% 105% 114% 107% 112% 112% 114% 119% 119% 116% 121% 130% 123%

SCHEDULE12:00 12:15 12:30 12:45 13:00 13:15 13:30 13:45 14:00 14:15 14:30 14:45 15:00 15:15 15:30 15:45

Regular occupancy

86% 91% 91% 88% 86% 86% 86% 86% 88% 88% 98% 95% 95% 95% 95% 93%

LEGAL PARKING SPACE

37 39 39 38 37 37 37 37 38 38 42 41 41 41 41 40

SIDEWALK 4 5 5 5 4 4 4 4 2 2 2 2 3 3 3 3

PEDESTRIANCROSSING

4 3 2 3 3 3 3 4 3 4 4 4 3 2 2 2

DOUBLE PARKING

3 2 0 2 2 3 6 6 2 3 4 5 5 3 2 2


1 1 1 1 1 3 2 2 1 2 5 5 6 5 7 6


5 5 7 6 8 7 7 6 6 5 5 6 7 7 7 6

ILLEGAL 17 16 15 17 18 20 22 22 14 16 20 22 24 20 21 19

% ILLEGAL 40% 37% 35% 40% 42% 47% 51% 51% 33% 37% 47% 51% 56% 47% 49% 44%

TOTAL Occupancy

126% 128% 126% 128% 128% 133% 137% 137% 121% 126% 144% 147% 151% 142% 144% 137%

48

SCHEDULE16:00 16:15 16:30 16:45 17:00 17:15 17:30 17:45 18:00 18:15 18:30 18:45 19:00 19:15 19:30 19:45

Regular occupancy

91% 84% 86% 93% 95% 86% 86% 86% 84% 72% 72% 70% 72% 63% 65% 65%

LEGAL PARKING SPACE

39 36 37 40 41 37 37 37 36 31 31 30 31 27 28 28

SIDEWALK 1 1 1 1 2 1 1 2 2 2 2 1 1 1 1 1

PEDESTRIANCROSSING

3 3 3 3 3 2 2 6 3 3 3 3 3 3 3 3

DOUBLE PARKING

9 8 8 10 8 3 6 5 5 1 2 2 2 2 2 2


6 4 4 6 6 5 5 5 5 4 4 3 3 3 3 3


5 5 5 6 6 6 6 6 6 5 5 4 4 4 4 4

ILLEGAL 24 21 21 26 25 17 20 24 21 15 16 13 13 13 13 13

% ILLEGAL 56% 49% 49% 60% 58% 40% 47% 56% 49% 35% 37% 30% 30% 30% 30% 30%

TOTAL Occupancy

147% 133% 135% 153% 153% 126% 133% 142% 133% 107% 109% 100% 102% 93% 95% 95%

Regular Occupancy

Illegal

Total Occupancy



49



Double Parking


0 to 3 hours

3 to 6 hours

over 6 hours

VOLUME OF PARKED CARS BY TYPE OF ILLEGAL PARKING

50

Block 3: Bounded by the streets Michoacán, Ámsterdam, Laredo and México.BLOCK 3

Supply of legal parking spaces 40Average stay in legal parking spaces 2.79 hoursAverage stay in legal parking spaces 1.16 hours



SCHEDULE08:00 08:15 08:30 08:45 09:00 09:15 09:30 09:45 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45

Regular occupancy

40% 40% 58% 63% 63% 60% 73% 73% 75% 78% 80% 78% 78% 83% 85% 85%

LEGAL PARKING SPACE

16 16 23 25 25 24 29 29 30 31 32 31 31 33 34 34

SIDEWALK 2 2 2 2 2 2 2 2 3 3 3 2 2 1 1 1

PEDESTRIANCROSSING

0 1 1 1 2 2 2 2 2 2 2 3 2 2 2 2

DOUBLE PARKING

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


0 0 0 0 0 0 0 0 0 0 0 0 2 2 1 1


4 6 6 6 6 5 6 5 10 11 9 7 8 9 8 8

ILLEGAL 6 9 9 9 10 9 10 9 15 16 14 12 14 14 12 12

% ILLEGAL 15% 23% 23% 23% 25% 23% 25% 23% 38% 40% 35% 30% 35% 35% 30% 30%

TOTAL Occupancy

55% 63% 80% 85% 88% 83% 98% 95% 113% 118% 115% 108% 113% 118% 115% 115%

SCHEDULE12:00 12:15 12:30 12:45 13:00 13:15 13:30 13:45 14:00 14:15 14:30 14:45 15:00 15:15 15:30 15:45

Regular occupancy

83% 83% 83% 85% 90% 85% 85% 83% 83% 93% 90% 90% 90% 95% 98% 93%

LEGAL PARKING SPACE

33 33 33 34 36 34 34 33 33 37 36 36 36 38 39 37

SIDEWALK 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

PEDESTRIANCROSSING

2 2 2 2 2 2 2 1 1 1 1 1 1 1 1 1

DOUBLE PARKING

0 0 0 0 0 0 0 0 1 1 1 1 0 0 0 0


1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1


9 9 9 10 10 9 9 9 7 7 7 11 11 10 13 10

ILLEGAL 12 11 11 12 12 11 11 10 9 10 9 13 12 11 14 12

% ILLEGAL 30% 28% 28% 30% 30% 28% 28% 25% 23% 25% 23% 33% 30% 28% 35% 30%

TOTAL Occupancy

113% 110% 110% 115% 120% 113% 113% 108% 105% 118% 113% 123% 120% 123% 133% 123%

51

SCHEDULE16:00 16:15 16:30 16:45 17:00 17:15 17:30 17:45 18:00 18:15 18:30 18:45 19:00 19:15 19:30 19:45

Regular occupancy

93% 93% 93% 93% 93% 90% 93% 90% 85% 83% 78% 80% 88% 80% 93% 100%

LEGAL PARKING SPACE

37 37 37 37 37 36 37 36 34 33 31 32 35 32 37 40

SIDEWALK 0 0 0 0 0 0 0 0 0 0 1 1 1 1 1 2

PEDESTRIANCROSSING

2 2 2 2 2 1 1 1 1 1 1 1 1 1 1 1

DOUBLE PARKING

1 2 3 0 0 1 0 0 0 0 0 0 0 0 0 0


1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


8 6 9 6 10 8 8 10 8 7 8 7 6 5 5 2

ILLEGAL 12 10 14 8 12 10 9 11 9 8 10 9 8 7 7 5

% ILLEGAL 30% 25% 35% 20% 30% 25% 23% 28% 23% 20% 25% 23% 20% 18% 18% 13%

TOTAL Occupancy

123% 118% 128% 113% 123% 115% 115% 118% 108% 103% 103% 103% 108% 98% 110% 113%

Regular Occupancy

Illegal

Total Occupancy



52


0 to 3 hours

3 to 6 hours

over 6 hours


Double Parking



53

Block 4: Bounded by the streets Ámsterdam, Celaya, Popocatépetl and Glorieta Popocatépetl.



Average occupancy in legal parking spaces 87.6%Average total occupancy (illegal spaces) 100.2%


SCHEDULE08:00 08:15 08:30 08:45 09:00 09:15 09:30 09:45 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45

Regular occupancy

68% 65% 71% 71% 77% 81% 77% 74% 81% 77% 81% 87% 87% 87% 90% 84%

LEGAL PARKING SPACE

21 20 22 22 24 25 24 23 25 24 25 27 27 27 28 26

SIDEWALK 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

PEDESTRIANCROSSING

0 0 0 0 0 0 0 0 0 0 1 1 1 2 0 1

DOUBLE PARKING

0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 1


2 2 2 2 1 1 1 2 2 2 0 0 1 1 1 1


1 0 0 0 0 1 3 3 2 2 2 3 3 3 2 2

ILLEGAL 3 2 2 2 1 2 4 5 4 4 4 5 5 6 3 5

% ILLEGAL 10% 6% 6% 6% 3% 6% 13% 16% 13% 13% 13% 16% 16% 19% 10% 16%

TOTAL Occupancy

77% 71% 77% 77% 81% 87% 90% 90% 94% 90% 94% 103% 103% 106% 100% 100%

SCHEDULE12:00 12:15 12:30 12:45 13:00 13:15 13:30 13:45 14:00 14:15 14:30 14:45 15:00 15:15 15:30 15:45

Regular occupancy

81% 90% 90% 90% 90% 90% 90% 90% 97% 100% 100% 100% 100% 100% 100% 100%

LEGAL PARKING SPACE

25 28 28 28 28 28 28 28 30 31 32 32 31 31 31 31

SIDEWALK 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

PEDESTRIANCROSSING

0 0 0 0 0 1 2 2 1 0 1 1 2 2 1 3

DOUBLE PARKING

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


0 2 2 2 3 2 1 1 4 4 2 1 0 0 1 0


0 0 0 0 0 0 0 1 1 1 1 1 1 2 3 3

ILLEGAL 0 2 2 2 3 3 3 4 6 5 4 3 3 4 5 6

% ILLEGAL 0% 6% 6% 6% 10% 10% 10% 13% 19% 16% 13% 10% 10% 13% 16% 19%

TOTAL Occupancy

81% 97% 97% 97% 100% 100% 100% 103% 116% 116% 116% 113% 110% 113% 116% 119%

54

SCHEDULE16:00 16:15 16:30 16:45 17:00 17:15 17:30 17:45 18:00 18:15 18:30 18:45 19:00 19:15 19:30 19:45

Regular occupancy

94% 94% 94% 90% 90% 87% 90% 90% 84% 81% 84% 97% 90% 90% 94% 90%

LEGAL PARKING SPACE

29 29 29 28 28 27 28 28 26 25 26 30 28 28 29 28

SIDEWALK 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0

PEDESTRIANCROSSING

2 2 2 2 1 1 2 2 1 1 1 1 1 1 1 1

DOUBLE PARKING

0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0


1 1 1 2 1 2 1 1 1 1 1 1 1 1 1 1


2 3 3 2 2 1 2 2 2 2 2 2 1 1 2 2

ILLEGAL 5 6 6 7 4 4 5 5 4 4 5 4 3 3 4 4

% ILLEGAL 16% 19% 19% 23% 13% 13% 16% 16% 13% 13% 16% 13% 10% 10% 13% 13%

TOTAL Occupancy

110% 113% 113% 113% 103% 100% 106% 106% 97% 94% 100% 110% 100% 100% 106% 103%

Regular Occupancy

Illegal

Total Occupancy



55


0 to 3 hours

3 to 6 hours

over 6 hours


Double Parking



56

Block 5: Bounded by the streets Iztaccíhuatl, Chilpancingo, Ámsterdam and Campeche.



Average occupancy in legal parking spaces 87.2%Average total occupancy (illegal spaces) 111.5%


SCHEDULE08:00 08:15 08:30 08:45 09:00 09:15 09:30 09:45 10:00 10:15 10:30 10:45 11:00 11:15 11:30 11:45

Regular occupancy

85% 85% 84% 84% 82% 87% 85% 85% 84% 84% 87% 84% 89% 89% 87% 89%

LEGAL SPACE 52 52 51 51 50 53 52 52 51 51 53 51 54 54 53 54

SIDEWALK 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

PEDESTRIAN CROSSING

3 3 2 2 3 2 3 3 4 4 4 4 4 4 4 5

DOUBLE PARKING

0 0 1 0 0 0 0 0 1 2 0 0 0 0 0 0


0 0 1 2 2 2 1 1 2 3 5 4 3 3 2 1


7 7 7 6 5 5 4 3 5 5 6 8 9 7 8 9

ILLEGAL 10 10 11 10 10 9 8 7 12 14 15 16 16 14 14 15

% ILLEGAL 16% 16% 18% 16% 16% 15% 13% 11% 20% 23% 25% 26% 26% 23% 23% 25%

TOTAL Occupancy

102% 102% 102% 100% 98% 102% 98% 97% 103% 107% 111% 110% 115% 111% 110% 113%

SCHEDULE12:00 12:15 12:30 12:45 13:00 13:15 13:30 13:45 14:00 14:15 14:30 14:45 15:00 15:15 15:30 15:45

Regular occupancy

92% 93% 93% 92% 95% 93% 92% 89% 87% 89% 90% 93% 92% 92% 90% 90%

LEGAL SPACE 56 57 57 56 58 57 56 54 53 54 55 57 56 56 55 55

SIDEWALK 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1 1

PEDESTRIAN CROSSING

4 2 3 3 3 3 4 4 3 2 4 1 2 2 3 3

DOUBLE PARKING

2 0 1 1 1 0 0 0 1 2 1 1 1 0 0 1


1 2 3 4 5 3 2 3 3 3 3 4 3 3 3 3


13 13 15 14 11 12 11 13 13 12 11 10 10 8 7 10

ILLEGAL 20 17 22 22 20 18 17 21 21 20 20 17 17 14 14 18

% ILLEGAL 33% 28% 36% 36% 33% 30% 28% 34% 34% 33% 33% 28% 28% 23% 23% 30%

TOTAL Occupancy

125% 121% 130% 128% 128% 123% 120% 123% 121% 121% 123% 121% 120% 115% 113% 120%

57

SCHEDULE16:00 16:15 16:30 16:45 17:00 17:15 17:30 17:45 18:00 18:15 18:30 18:45 19:00 19:15 19:30 19:45

Regular occupancy

89% 89% 90% 89% 89% 87% 89% 89% 90% 89% 89% 90% 85% 75% 75% 56%

LEGAL SPACE 54 54 55 54 54 53 54 54 55 54 54 55 52 46 46 34

SIDEWALK 3 3 3 3 3 3 3 3 3 2 1 1 1 1 1 1

PEDESTRIAN CROSSING

3 3 3 2 3 3 3 2 2 2 2 1 1 0 0 0

DOUBLE PARKING

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


3 3 4 3 2 2 3 2 1 1 2 2 2 2 2 2


9 11 10 10 11 9 10 9 8 8 6 5 4 4 4 4

ILLEGAL 18 20 20 18 19 17 19 16 14 13 11 9 8 7 7 7

% ILLEGAL 30% 33% 33% 30% 31% 28% 31% 26% 23% 21% 18% 15% 13% 11% 11% 11%

TOTAL Occupancy

118% 121% 123% 118% 120% 115% 120% 115% 113% 110% 107% 105% 98% 87% 87% 67%

Regular Occupancy

Illegal

Total Occupancy



58



Double Parking


0 to 3 hours

3 to 6 hours

over 6 hours


59

7. Cruising Time and cruising share of traffic7.1. Cruising share of traffic and average time a space remains free

For the purpose of determining the percentage of cars cruising, measurements were taken for four hours at 12 street sections inside Hipódromo.

Measurements were made for the length of time regular on-street parking spaces remained unoccupied, as well as the number of cars that passed by it before it was occupied again. These observations made it possible to estimate the percentage of cars in search of on-street parking.

This percentage was calculated by dividing the number of vehicles that parked or tried to park when the space was vacated divided by the total number of vehicles that passed by the space while it remained unoccupied. A distinction was made between parking spaces managed by informal parking attendants (franeleros) and those that weren’t. In 83% of the cases observed, an informal parking attendant was present.

SPACES MANAGED BY INFORMAL PARKING ATTENDANTS

Spaces without informal parking attendantSpaces managed by an informal parking attendant

60

It was observed That 9.97% of traffic in Hipódromo is comprised of cars cruising for on-street parking. Nevertheless, the results appear to differ notably when an informal parking attendant is involved:

We observed that when an informal parking attendant was not involved, the number of cars cruising for a parking spot increased. This probably occurs because without an informal attendant - before the implementation of parking meters - the free use of public space increases demand for on-street parking, resulting in increased road congestion. For each case, we recorded how much time lapsed before the parking space was again occupied by another vehicle. Once the on-street parking spot became vacant, it required an average of 3:46 minutes to be occupied again. In this way, we observe a notable difference between the time a parking space remains free when an informal attendant is involved:

This table clearly shows that with no informal attendant involved, the parking spaces remained free for less time. This is probably true because when no informal attendant is involved, parking is free, resulting in increased demand for these spaces.

PERCENTAGE OF CARS IN SEARCH OF PARKING SPACE BY TYPE OF SPACE

AVERAGE TIME PARKING SPACE REMAINS FREE

� 00:00 00:43 01:26 02:09 02:52 03:36 04:19 05:02

Spaces without informal parking attendant Spaces managed by an informal parking attendant

Spaces managed by an

informal parking attendant

Spaces without informal

parking attendant

61

7.2. Cruising Time

One key indicator in the success of any parking meter plan is the reduction of time needed by a typical motorist to (a) find an on-street space; and (b) reach their final destination.

To better understand these variables, several trips were realized to diverse locations at different times within the neighborhood to record the times necessary to both find on-street parking and reach the final destination. The following results were obtained:

CHARACTERISTICS OF THE PARKING SPACES ENCOUNTERED

AVERAGE SEARCHING TIME

Search time for parking Walking time to final destination

Legal onstreet parking space

Reserve onstreet parking space

Onstreet parking spaces informaly managed

Yes

62

The result is noteworthy: a typical motorist must cruise the streets of Hipódromo searching for a parking space an average of 15 minutes and 23 seconds. This cruising time increases the neighborhood’s VKT and, as a result, worsens traffic congestion, pollution, noise levels and stress, not to mention the likelihood of road incidents.

Added to the search time, the motorist must also spend 3:49 minutes walking 4- from the parking space to his or her final destination point. For example, if someone had an appointment in Hipódromo to which they will arrive in private car, they should consider starting the journey 19:12 minutes prior to the appointment time. In addition, considering that pursuant to the INEGI’s Travel Survey the average duration of a car trip in Mexico City is 52 minutes, which means that on average visitors to Hipódromo utilize more than 35% of their trip looking for a parking space and walking to their final destination.

Hopefully, the additional parking availability as a result of the implementation of parking meters will diminish both cruising and walking times. It will also help diminish the neighborhood’s CO2 emissions as well as decrease gasoline consumption, thereby improving air quality and lessening the congestion that now plagues the area.

8. Off street parking facilitiesIn order to get a better idea how off-street parking works, demand data was compiled for one parking facility inside the area. This comparison is significant as the current supply is comprised of both on-street and off-street parking. Parking facilities form a part of the latter that usually has lower demand since it involves a fee.

PARKING FACILITY LOCATION TYPECAPACITY (SPACES)

HMDAVERAGE STAY

(h)TURNOVER

INDEX

BNI Parking Spaces

Cadereyta Public 250 10:00 03:34 0.86

Occupancy and movements by time of day

TIME 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00

Occupancy Index 16% 18% 23% 16% 15% 14% 16% 15% 15% 12% 11% 14%

Spaces 250 250 250 250 250 250 250 250 250 250 250 250

Parked Cars 40 46 57 39 38 35 40 37 38 30 27 36

4 Considering an average walking speed of 1 meter per second through the shortest walking distance between the parking space and the destination.

63

General featuresSchedule 24 hrs. (private lots)Fee per hour $24Monthly fee $850

The most important point observed here is under-utilization of public parking. Many believe that building more parking facilities is justified as a real solution to the lack of available on-street parking spaces and reckless parking. With this example, it is possible to deduce that the area has sufficient but poorly managed off-street parking, as the pricing policies and weak enforcement of the Metropolitan Transit Regulations give motorists an incentive to overuse on-street parking.

DAILY PARKING SUPPLY AND DEMAND

Parking Spaces

Parked Cars

64

9. Road safety

We analyzed road accidents reported in Hipódromo to the Mexico City Department of Public Safety between January and December, 2011. The 29 incidents reported were:

Place Incident type Time Date

Sonora Ámsterdam Run-over 16:15 16/12/12Chilpancingo Ámsterdam Collision 18:00 07/12/2011

Aguascalientes Culiacán Collision 17:30 06/12/2011Benjamin Franklin Nuevo León Run-over 22:30 21/11/2011

México Michoacán Run-over 16:35 18/11/2011Nuevo León Ozuluama Collision 22:40 17/11/2011

Benjamin Franklin Patriotismo Rollover 05:16 02/11/2011Baja California Ometusco Collision 08:50 13/10/2011

Ámsterdam Celaya Collision 14:00 12/10/2011Baja California Culiacán Collision 01:10 30/08/2011Baja California Nuevo León Run-over 10:20 03/10/2011Aguascalientes Chilpancingo Collision 07:00 23/09/2011

Mexicali Ensenada Collision 08:20 11/09/2011Campeche Chilpancingo Collision 01:30 30/08/2011

Nuevo León Benjamin Franklin Run-over 19:20 25/08/2011Benjamin Franklin Patriotismo Run-over 12:53 22/06/2011

Sonora Ámsterdam Collision 09:00 11/06/2011Insurgentes Tlaxcala Run-over 19:25 07/06/2011Iztaccíhuatl Campeche Collision 00:15 28/05/2011

Alfonso Reyes Tacambaro Run-over 09:20 20/05/2011Alfonso Reyes Ometusco Collision 22:32 09/05/2011

Michoacán Nuevo León Collision 17:10 25/04/2011Baja California Patriotismo Collision 21:31 14/04/2011

Nuevo León Campeche Collision 04:40 20/02/2011México Laredo Run-over 19:37 16/02/2011

Ámsterdam Laredo Run-over 19:05 09/02/2011Yucatan México Run-over 09:53 05/02/2011

Alfonso Reyes Saltillo Collision 21:40 02/02/2011Alfonso Reyes Cholula Collision 15:30 28/01/2011

Source: SSP, January - December 2011.

65

We can observe that the most common type of incident is collision, with run-overs in second place and overturns in third.

FREQUENCY OF ROAD INCIDENTS REPORTED IN HIPÓDROMO DURING 2011

DISTRIBUTION OF ROAD INCIDENTS BY TYPE REPORTED IN HIPÓDROMO DURING 2011

Runover

Crash

Rollover

Runover Crash Rollover

RunoverCrashRollover

66

There seems to be no concentration of accidents reported at any specific intersection. Nonetheless, we can observe concentrations by avenue or street; as expected, most occurred on streets designed to allow higher vehicle speed. This incident distribution chart is an excellent starting point to help select areas in which funds generated by the implementation of parking meters may be used.

A map of these accidents is fundamental to the decision-making process regarding changes made in the urban design of the area, incorporating low zone techniques that promote comfortable and safe pedestrian movement. Combined with increased visibility resulting from increased availability, user conditions (for both residents and visitors) are expected to improve significantly. One possible outcome will be less run-overs.

Following are geo-linked incidents and run-over maps:

Source: SSP, January - December 2011.

CONDESA


ESCANDÓN

ROMA SUR

Cuauhtémoc

2 accidentes 1 accidente

ROMA NORTE

Av. I

nsur

gent

es S

ur

Av. Baja California

Campeche

Av. Ta

maulip

as

Álvaro ObregónAv. Sonora

Benjamín Franklin

Av. Nuevo León

Accidents Accident

67

10. Analysis of estimated resident demand

In order to calculate on-street parking demand by Hipódromo residents, measurements were taken on the night of February 6, 2013 between 4 and 5:30 a.m.

Identifying the number of cars parked by the curb in every section during this time in which there is little or no activity in the area allow us to assume that most cars parked overnight belonged to residents. We also assumed that any car parked on the street at that time of the day is probably there because the owner has no private parking space where he lives.

Field measurements included 2,724 regular parking spaces of the 3,429 that make up the total on-street parking supply in the Hipódromo. In other words, the sample was taken of 79.4% of all available spaces. In total, 1,480 automobiles were observed parked overnight on the streets.

Source: ITDP, Jonathan González.

AVAILABLE SPACE MAP

Legal spaces available

LeyendNo information0 to 78 to 1213 to 1819 to 30over 30

Meters

68

CARS PARKED OVERNIGHT MAP


With these data it was possible to calculate the overnight vehicle occupancy rate for each sidewalk measured and geographically identify on-street parking demand by Hipódromo residents.

In order to help facilitate the analysis and identification of areas of high-resident demand, the following intervals were assigned with a color on a scale from green to red in which green signifies a high availability of parking spaces and red means a saturation of on-street parking.

Demand level IntervalLow 0% to 50%Medium 50% to 85%High 85% to 100%Saturated Greater than 100% due to illegal

parking

Cars parked overnight

LeyendNo information0 to 34 to 56 to 89 to 12over 12

Meters

69


Thanks to this method, we can observe that demand by local residents is generally not high. This said, the area between avenues Tamaulipas and Nuevo León appears to have higher demand.

This might be related to the number of requests for residential parking permits received by Mexico City authorities. In order to clarify this relation, it will be necessary to realize a census regarding the number of cars per dwelling.

�ƐƟŵĂƚĞĚ�ƌĞƐŝĚĞŶƚ�ŽĐĐƵƉĂŶĐǇ

LeyendNo information0% to 50%50% to 85%85% to 100%Over 100% (Illegal)

Meters

70

11. ConclusionsHipódromo is a high demand area because of the neighborhood’s multiple destinations. Of the total number of trips involved (arrival, exit or internal), 55.81% are trips with destinations inside the neighborhood, with 6.4% being internal trips.

In contrast to the rest of Mexico City, however, – where the use of private cars makes up about 20% of total trips – Hipódromo shows a disproportionate use of this mode of transportation at 39% of trips. Moreover, 67% of trips are realized for work-related reasons, and there is a low vehicle occupancy rate of 1.4 passengers per car. The situation has hindered neighborhood mobility and significantly congested on-street parking.

Pursuant to vehicle counts made during the study, we conclude that between 70% and 80% of vehicles operating in the neighborhood are private cars. This has generated significant congestion that tends to worsen during the afternoon hours. Is also important to note the presence of taxis that further worsen neighborhood congestion. On the other hand, for over two years the area has had the Ecobici bikesharing program which has generated a fairly high number of trips using this transportation mode. The number of private bicycles that are not part of the Ecobici system has in fact recently increased. Vehicle counts revealed that between 3% and 6% of all vehicles observed were bicycles. This, combined with the observed speeds of less than 30 km/h, shows that many residents and visitors of the neighborhood now view bike riding as a friendly and safe means of transportation.

With respect to the measurement of average speeds on the neighborhood’s main avenues, it was observed that the average speed decreased as the day progressed. This reflects an increase in traffic congestion as afternoon and evening approaches. In the morning, the average speed observed per section is 18.9 km/h; at midday, it is 17.8 km/h; and in the afternoon, it drops to 15 km/h. This phenomenon can be explained by a confluence of workers leaving the area and the return of residents who work in other parts of the city, as well as new visitors arriving for dinner and entertainment during the evening hours.

We also noticed that the average maximum speed was 29.8 km/h. 37% of the vehicles observed exceeded the 30 km/h speed limit posted on local streets; whereas only 1.2% of motorists exceeded the 50 km/h speed limit on collector avenues. We can therefore conclude that the neighborhood is an ideal candidate to become a slow zone in which car speed limits may be limited to no more than 30 km/h. This speed is already common in the area, although it is not encouraged by the neighborhood’s urban and road design. For this reason, road design should be modified to encourage lively co-existence between pedestrians, cyclists and motorists.

71

All in all, a saturation of on-street parking was observed which involved average daily occupancies exceeding 100% as a result of a disproportionate number of illegal parking that during HMD could reach between 20% and 40% of all parked cars. Those most affected by this situation are pedestrians in the area.

In addition, the absence of a pricing policy for on-street parking produced other consequences, including:

- A significant period of time spent looking for parking space (15:23 minutes on average) and, as a result, a noticeable increase in the emission of pollutants that detract from the neighborhood’s air quality.

- Inefficient use in the neighborhood’s off-street parking supply, as reflected in the high availability of spaces in public parking facilities. This was based on an incentive for motorists to cruise for a free on-street parking space.

- Automobiles parked on the street for extended time periods: 27% parked for over six hours.

- An excess of informal on-street attendants who managed parking inefficiently and generated no real value to the neighborhood.

The results of this baseline study for the implementation of parking meters in Hipódromo should serve asa reference point to help monitor the new on-street parking management system and help evaluate and modify regulations if and when necessary.

Monitoring and evaluation should be based on how the ecoParq system’s success in achieving each of the following operational goals:

1. Greater availability of parking spaces for residents and visitors.2. Less time spent in cruising for a parking spaces.3. Improvement in traffic congestion.4. Improvement in neighborhood air quality and noise levels.5. More efficient use of the supply of off-street parking space.6. Increase in the use of sustainable means of transportation such as public transport and

bicycles.7. Increase in carpooling and carsharing.8. Reduction in VKT inside the area and generated by the neighborhood, as well as a

reduction in greenhouse gas emissions.9. Improved conditions for all public space users, especially pedestrians.10. Reduction in road incidents.

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13. References

CETRAN. (2012). Estudio de Línea Base para medir beneficios de la introducción de un sistema de cobro en la vía pública con parquímetros en la colonia Hipódromo. (Baseline Study to measure benefits of the introduction of an on-street fee-based parking meter system in the Hipódromo neighborhood) Mimeo.

CIVITA. (2012). Reporte de investigación de estudios previos a la implementación del programa de parquímetros en la colonia Hipódromo de la Ciudad de México. (Preliminary studies investigative report for the implementation of a parking meter program in the Hipódromo neighborhood of Mexico City.) Mimeo.

Díaz, Rodrigo. (2012). Manual de implementación de sistemas de parquímetros en ciudades mexicanas. México: ITDP México. (Manual for the implementation of parking meter systems in Mexican cities.)

EPA y NHTSA. (2012). 2017 and Later Model Year Light-Duty Vehicle Greenhouse Gas Emissions Standards and Corporate Average Fuel Economy Standards. Final Rule. Federal Register 77 (199): 62623–3200.

INEGI. (2007). Encuesta Origen Destino de la Zona Metropolitana del Valle de México 2007. (Travel Survey of the Metropolitan Zone of the Valley of Mexico) México: Instituto Nacional de Estadística y Geografía.

Schaller Consulting. (2006). Curbing Cars: Shopping, Parking and Pedestrian Space in SOHO. Nueva York: Transportation Alternatives.

Sheinbaum-Pardo, Claudia y Carlos Chávez Baeza. (2011). Fuel economy of new passenger cars in Mexico: Trend from 1988 to 2008 and prospects. Energy Policy 39 (12): 8153-62.

Shoup, Donald. (2006). Cruising for Parking. Transport Policy 13: 479-86.

Van Ommeren, Jos, Derk Wentink y Piet Rietveld. (2012). Empirical evidence on cruising for parking. Transportation Research Part A: Policy and Practice 46 (1): 123-30.

Hurrell, William. (2007, mayo 22). Cruising Technical Memorandum. San Francisco: Wilbur Smith Associates.

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Av. México #69, Col. Hipódromo CondesaCuauhtémoc, D.F., 06100, MéxicoTel. +52 (55) 3626 2963 / 64www.itdp.mx

British EmbassyTel. +52 (55) 1670 3200www.ukinmexico.fco.gov.uk

Documents

Implementation of parking meters in the Hip dromo …mexico.itdp.org/wp-content/uploads/Parking-Meter-Hipodromo-Mexico-… · 3 Implementation of parking meters in the Hip dromo neighborhood