Urban Transport Strategy. Management in Developing Countries John A Cracknell, страница 79

9.5.3.      Nevertheless, despite the problems and weaknesses, a comprehensive parking policy is likely to the starting point for demand management in most cities.  Paying for parking is the least contentious of the user charges and some elements of parking control are usually in place and widely accepted (if not enforced or with realistic charges) in most cities.  Furthermore, a realistic charge structure can provide net revenue to cities for use in transport system improvement provided that either a city exercises control over levels of charges for publicly available parking operated by itself or has retained some control over parking charges for contracts let to private sector parking operators-suppliers. Thus, the main strands of a comprehensive policy would include:

a)  On street - limited numbers of spaces with significant charges in non obstructive locations coupled with measures to prevent generated/through traffic (bus lanes, positive reallocation of "released" road space to buses, traffic routing schemes etc) and measures to prevent circulation by employed drivers;

b)  Off street – publicly available - control over parking charges (both those operated by the city and those operated by the private sector) and if necessary limitations on number of places and on new permissions;

c)  Off street – private-non-residential - a range of measures including an attempt to control existing provision (at least central and local government offices), control on future provision (by modifying parking standards to a "maximum" basis), imposition of some form charge system – either on providers (work place parking levy type policies) or users (personal tax type policy);

d)  Efficient parking enforcement and administration which is not only efficient but proof against fraud and corruption; and

e)  Earmarking of net revenues for transport system improvements.

9.6         Use of vehicles – demand management by regulatory control

9.6.1.    Demand can be managed by regulations to control the use of vehicles.  Various versions

of the “odd and even” number plate scheme are relatively common in developing cities (as far as is known, the only developed city using the technique is Athens).  The basic scheme permits vehicles with “odd” and “even” registration plates to enter the target area on alternate days.  Not all schemes are aimed at reducing traffic congestion alone and the primary objective of some of largest schemes (e.g. Mexico City and Santiago de Chile) is to reduce vehicle emissions.  Some examples are:

a)  Lagos, in the past, used the odd-even number plate applied to the centre of the city but for the types of reasons described in the following sections, it is understood that the scheme is no longer operational;

b)  Mexico City used a scheme which prohibited car use throughout the federal district with number plates ending in “1” and “5”on Mondays, “2” and “6” on Tuesday etc for the 5-day working week (the “Hoy No Circula” scheme);

c)  Bogota^[39] used a scheme in which 40% of private vehicles cannot operate in the city between 7AM and 9AM and between 5.30PM and 7.30PM in accordance with designated number plates as follows:

d)  Santiago de Chile introduced a scheme which operated only on days on which atmospheric pollution reaches emergency levels; in this case, all vehicles except buses, taxis and police-emergency vehicles were prohibited from circulation for 2½ hours in the morning and 3½ hours in the evening on the six principal road axes which connect the outer and centre of the city – in effect the scheme provided reserved streets for public transport on the main axes;