1 2 Implementation of parking meters in the Hipódromo neighborhood of Mexico City Baseline Study
Institute for Transportation and Development Policy (ITDP Mexico)
March 2013
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Acknowledgements
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.
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
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Content
1. Introduction: Parking meters as a mobility and public space strategy ...... 9 2. Classification of the Hipódromo neighborhood ...... 11
3. Vehicle - Kilometers Traveled (“VKT”) and CO2 emissions ...... 19 3.1. VKT inside Hipódromo ...... 19 3.2. VKT during the entire length of travel ...... 20
3.3. CO2 emissions ...... 21 4. Traffic Congestion ...... 23
5. Speed ...... 33 5.1. Average speed by section ...... 33 5.2. Maximum speed reached in section ...... 39 6. On-street parking ...... 40
7. Cruising time and cruising share of traffic ...... 59 7.1. Cruising share of traffic and average time a space remains free...... 59 7.2. Cruising time ...... 61
8. Public parking ...... 62 9. Road safety ...... 64 10. Analysis of estimated demand by residents ...... 67
11. Conclusions ...... 70
5 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 29 Summary of on-street parking indicators for block 2 47 Table 30 Summary of on-street parking indicators for block 3 50 Table 31 Summary of on-street parking indicators for block 4 53 Table 32 Summary of on-street parking indicators for block 5 56 Table 33 Summary of public parking indicators for 'Plaza Condesa' 62 Table 34 Road incidents reported in 2011 64
6 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 Index Chart 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 7 Chart 26 Distribution of road incidents by type in 2011 65 Acronyms and Abbreviations
AGEB. Basic Geo-statistical Area is the fundamental unit of INEGI’s geo-statistical framework that links statistical information with geographic space. CETRAN. Centro de Estudios del Transporte, S.C. TS. Travel Survey of the Metropolitan Zone of the Valley of Mexico. HMD. Hour of Maximum Demand. INEGI. National Institute of Geography and Statistics ITDP. Institute for Transportation and Development Policy RTM. Metropolitan Transit Regulations RTP. Passenger Transport Network of Mexico City SEDUVI. Urban Development and Housing Department of Mexico City SSP. Public Safety Department of Mexico City ZMVM. Metropolitan Zone of the Valley of Mexico
Units
h. Hour or hours
kgCO2. Kilograms of carbon dioxide.
kgCO2/L. Kilograms of carbon dioxide per liter. km. Kilometers. km/h. Kilometers per hour. km/L. Kilometers per liter. VKT. Vehicle - kilometers traveled Chemical compounds
CO2. Carbon Dioxide.
8 1. Introduction: Parking meters as a strategy for mobility and public space
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 Policy used by the government to redevelop central parts of the city, specially with affordable housing projects. 9 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.
10 2. Classification of the Hipódromo neighborhood
Population, 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 0901500011197 090150001120A 0901500011337 Hipódromo 0901500011341 0901500011426 0901500011430
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 ROMA NORTE
Cuauhtémoc HIPÓDROMO CONDESA HIPÓDROMO
ROMA SUR
ESCANDÓN
11 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.
Álvaro Obregón
Av. Sonora
CONDESA ROMA NORTE
Av. Tamaulipas
Campeche
HIPÓDROMO CONDESA HIPÓDROMO
Benjamín Franklin
Av. Insurgentes Sur Av. Baja California ROMA SUR Av. Nuevo León
ESCANDÓN
MAINARTERIA ARTERIES PRINCIPAL SECONDARYARTERIA SECUNDARIA ROADS COLLECTORVIALIDAD COLECTORA ROADS
12 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.
16,000 PoblaciónHipodromo’s en PopulationHipódromo
14,000 14,747 12,505 12,748 12,000 11,994 12,457
10,000
8,000
6,000
4,000
2,000
0 1990 1995 2000 2005 2010
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. 13
No. ECONOMIC AGEB UNITS EMPLOYEES 0901500011197 215 3,974 090150001120A 303 4,838 0901500011337 188 4,211 0901500011341 742 6,888 0901500011426 253 2,604 0901500011430 245 4,910 Total 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 % Cuauhtémoc 8,322 19.06 Hipódromo (internal) 5,522 12.65 Benito Juárez 2,964 6.79 Gustavo A. Madero 2,949 6.75 Iztapalapa 2.570 5.89 Miguel Hidalgo 2,555 5.85 Coyoacán 2,238 5.13 Alvaro Obregón 2,157 4.94 Azcapotzalco 1,382 3.16 Chimalhuacán 1,155 2.64 Tlalpan 1,112 2.55 HIPÓDROMO Venustiano Carranza 1,098 2.51 Iztacalco 1,040 2.38 Tlalnepantla de Baz 931 2.13 Ecatepec 844 1.93 Cuajimalpa de Morelos 679 1.55 Nezahualcóyotl 638 1.46 Ixtapaluca 587 1.34. Xochimilco 550 1.26 Cuautitlán Izcalli 529 1.21 Naucalpan de Juárez 517 1.18 Others 3,329 7.62 TOTAL 43,668 100 14 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 6,382 14.96 Miguel Hidalgo 5,170 12.12 Benito Juárez 3,658 8.58 Coyoacán 3,653 8.56 Iztapalapa 2,705 6.34 Álvaro Obregón 2,387 5.60 Nezahualcóyotl 1,957 4.59 Gustavo A. Madero 1,773 4.16 Tlalpan 1,623 3.81 HIPÓDROMO Azcapotzalco 1,514 3.55 Tlalnepantla de Baz 1,483 3.48 Iztacalco 1,476 3.46 Ecatepec 1,462 3.43 Venustiano Carranza 1,341 3.14 Ixtapaluca 717 1.68 Naucalpan de Juárez 629 1.47 Cuajimalpa 618 1.45 OTHERS 4,106 9.63 TOTAL 42,654 100
Desire paths of car trips originating in the Hipódromo neighborhood
15 Source: Travel Survey 2007, INEGI. Desire paths of car trips with destiny in the Hipódromo neighborhood
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 39.00 Bus 13,633 31.96 Metro 2,767 6.49 Others 9,620 22.55 TOTAL 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.
16 MOTIVE OF TRIP DAILY TRIPS % Home 14,242 33.39 Work 19,669 46.11 School 3,243 7.60 Shopping 1,529 3.58 Recreation 1,369 3.21 Other 2,602 6.10 TOTAL 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 67.48 School 3,243 11.13 Shopping 1,529 5.25 Recreation 1,369 4.70 Other 3,340 11.46 TOTAL 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 # 1 755 2 283 3 62 More than 3 18 TOTAL 1,118
17 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. Vehicle occupancy in the Hipódromo neighborhood
2% 6%
1 pasajeroPassenger 2 Passengerspasajeros 25% 3 Passengerspasajeros 4 oró másmore pasajeros 68% Passengers
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.
18 3. Vehicle - Kilometers Traveled (“VKT”) and emission of CO2
Key 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 Hipódromo This 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.
Av. Insurgentes 24.9% Av. Sonora 22.8% 1.04 km 0.61 km
CONDESA ROMA NORTE
HIPÓDROMO CONDESA Cuauhtémoc Av. Tamaulipas HIPÓDROMO 7.8% 1.33 km Av. Baja California 21.3% 0.98 km ROMA SUR
ESCANDÓN
23.2% Av. Nuevo León 1.16 km 19
Diagram of the percentage of automobile trips made via the main access point. The following results were obtained:
DISTANCE TO AUTOMOBILE MAIN ACCESS VIRTUAL CENTER % TRIPS VKT TRIPS (KM)
Sonora Ave. 0.617 22.8 3,796 2,342
Insurgentes Ave. 1.043 24.9. 4,150 4,328
Baja California 0.98 21.3 3,537 3,466 Ave.
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) 20 The estimated VKT for the overall length of the trip was 191,946 km per day realized by visitors to Hipódromo:
DISTANCE ORIGIN DESTINATION TRIPS % VKT (KM) Cuauhtémoc 2,488 14.96 4.5 11,196 Miguel Hidalgo 2,016 12.12 6.3 12,701 Benito Juárez 1,427 8.58 3.9 5,565 Coyoacán 1,424 8.56 11.6 16,518 Iztapalapa 1,055 6.34 17.0 17,935 Álvaro Obregón 932 5.60 15.1 14,073 Nezahualcóyotl 764 4.59 23.0 17,572 Gustavo A. Madero 692 4.16 12.7 8,788 Tlalpan 634 3.81 22.3 14,138 HIPÓDROMO Azcapotzalco 591 3.55 10.3 6,087 Tlalnepantla de Baz 579 3.48 22.5 13,028 Iztacalco 576 3.46 12.5 7,200 Ecatepec 571 3.43 29.5 16,845 Venustiano Carranza 522 3.14 16.9 8,822 Ixtapaluca 279 1.68 43.3 12,081 Naucalpan de Juárez 245 1.47 17.5 4,288 Cuajimalpa 241 1.45 21.2 5,109 Others 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).
21 The average efficiency (kilometers per liter) for new vehicles dated 1988 to 2008 is:
YEAR EFFICIENCY (km/l) 1988 10.3 1989 10.2 1990 10.3 1991 10.3 1992 10.0 1993 10.2 1994 10.2 1995 10.3 1996 10.1 1997 10.5 1998 10.9 1999 10.7 2000 10.6 2001 10.9 2002 11.0 2003 11.2 2004 11.0 2005 11.0 2006 10.9 2007 10.9 2008 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
22 4. Road Congestion
In 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.
Álvaro Obregón
Av. Sonora
CONDESA ROMA NORTE
Av. Tamaulipas
Michoacán
Coahuila Campeche HIPÓDROMO HIPÓDROMO CONDESA
Benjamín Franklin
Av. Insurgentes Sur
Av. Baja California ROMA SUR
Av. Nuevo León ESCANDÓN
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.
23 The results per master station and direction are:
MASTER STATION Citlaltépetl and Campeche DIRECTION North - South SCHEDULE CAR TRANSIT TAXI FREIGHT MOTORCYCLE BIKE TOTAL 7:00 - 8:00 77 0 12 3 1 3 96 8:00 - 9:00 165 2 23 4 3 5 202 9:00 - 10:00* 199* 3* 37* 10* 6* 9* 264* 10:00 - 11:00 157 1 32 11 9 6 216 11:00 - 12:00 159 2 27 15 14 5 222 12:00 - 13:00 169 0 39 13 4 4 229 13:00 - 14:00 188 1 36 11 7 4 247 14:00 - 15:00 164 3 37 8 9 7 228 15:00 - 16:00 188 0 30 15 18 12 263 16:00 - 17:00 191 0 24 14 13 15 257 17:00 - 18:00 175 0 22 9 12 11 229 18:00 - 19:00 200 0 29 6 13 14 262 19:00 - 20:00* 203* 0* 21* 5* 15* 20* 264* 20:00 - 21:00 187 0 22 5 11 12 237 21:00 - 22:00 132 0 29 1 8 6 176 TOTAL 2554 12 420 130 143 133 3392
*HMD
VOLUME BY VEHICLE TYPE
CAR
PUBLIC TRANSPORTATION
TAXI
FREIGHT
MOTORCYCLE
BIKE
24 DAILY VEHICLE DISTRIBUTION VEHICLE DISTRIBUTION IN HMD 4
CAR CAR
PUBLIC TRANSPORTATION PUBLIC TRANSPORTATION
TAXI TAXI
FREIGHT FREIGHT
MOTORCYCLE MOTORCYCLE
BIKE BIKE
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- North SCHEDULE CAR TRANSIT TAXI FREIGHT MOTORCYCLE BIKE TOTAL 7:00 - 8:00 61 1 13 4 3 6 88 8:00 - 9:00 120 4 17 3 5 15 164 9:00 - 10:00 131 3 24 6 11 12 187 10:00 - 11:00 126 3 25 11 10 7 182 11:00 - 12:00 111 3 20 13 8 6 161 12:00 - 13:00 109 3 20 13 8 6 159 13:00 - 14:00 125 3 13 8 9 7 165 14:00 - 15:00 124 4 15 7 8 9 167 15:00 - 16:00* 179* 2* 23* 9* 19* 15* 247* 16:00 - 17:00 159 3 30 5 16 13 226 17:00 - 18:00 152 2 16 5 11 12 198 18:00 - 19:00 185 2 19 2 19 12 239 19:00 - 20:00 168 2 12 2 12 12 208 20:00 - 21:00 133 1 8 2 8 8 160 21:00 - 22:00 124 1 9 1 6 5 146 TOTAL 2,007 37 264 91 153 145 2,697
4 Hour of Maximum Demand or peak hour *HMD 25 VOLUME BY VEHICLE TYPE
CAR
PUBLIC TRANSPORTATION
TAXI
FREIGHT
MOTORCYCLE
BIKE
DAILY VEHICLE DISTRIBUTION VEHICLE DISTRIBUTION IN HMD
CAR CAR
PUBLIC TRANSPORTATION PUBLIC TRANSPORTATION TAXI TAXI
FREIGHT FREIGHT
MOTORCYCLE MOTORCYCLE
BIKE BIKE
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).
26 MASTER STATION Tamaulipas and Campeche. DIRECTION North- South SCHEDULE CAR TRANSIT TAXI FREIGHT MOTORCYCLE BIKE TOTAL 7:00 - 8:00 106 0 29 7 4 2 148 8:00 - 9:00 143 0 43 6 7 7 206 9:00 - 10:00 143 0 52 17 13 10 235 10:00 - 11:00 157 0 49 20 14 12 252 11:00 - 12:00 157 0 45 28 14 11 255 12:00 - 13:00 177 0 42 20 12 12 263 13:00 - 14:00 170 0 45 20 15 14 264 14:00 - 15:00 235 0 52 11 21 17 336 15:00 - 16:00 221 1 44 19 14 19 318 16:00 - 17:00 229 1 52 12 21 16 331 17:00 - 18:00 253 0 47 6 18 16 340 18:00 - 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 5 302 21:00 - 22:00 229 0 35 0 13 4 281 TOTAL 3,008 3 649 174 215 194 4,243
*HMD
VOLUME BY VEHICLE TYPE
CAR
PUBLIC TRANSPORTATION
TAXI
FREIGHT
MOTORCYCLE
BIKE
27 DAILY VEHICLE DISTRIBUTION VEHICLE DISTRIBUTION IN HMD
CAR CAR
PUBLIC PUBLIC TRANSPORTATION TRANSPORTATION TAXI TAXI
FREIGHT FREIGHT
MOTORCYCLE MOTORCYCLE
BIKE BIKE
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- North SCHEDULE CAR TRANSIT TAXI FREIGHT MOTORCYCLE BIKE TOTAL 7:00 - 8:00 146 0 40 4 9 8 207 8:00 - 9:00 264 0 56 4 7 12 343 9:00 - 10:00 267 0 81 14 20 22 404 10:00 - 11:00 246 0 63 21 16 14 360 11:00 - 12:00 249 0 58 20 12 9 348 12:00 - 13:00 261 0 58 16 13 7 355 13:00 - 14:00 230 0 37 12 17 11 307 14:00 - 15:00 318 0 51 15 19 14 417 15:00 - 16:00 401 1 85 17 31 15 550 16:00 - 17:00 390 1 98 12 31 14 546 17:00 - 18:00 392 1 87 10 25 14 529 18:00 - 19:00 438 0 87 4 25 17 571 19:00 - 20:00* 455* 0* 80* 3* 24* 19* 581* 20:00 - 21:00 448 0 77 1 27 12 565 21:00 - 22:00 402 0 76 1 23 6 508 TOTAL 4,907 3 1034 154 299 194 6,591
*HMD
28 VOLUME BY VEHICLE TYPE
CAR
PUBLIC TRANSPORTATION
TAXI
FREIGHT
MOTORCYCLE
BIKE
DAILY VEHICLE DISTRIBUTION VEHICLE DISTRIBUTION IN HMD
CAR CAR
PUBLIC PUBLIC TRANSPORTATION TRANSPORTATION TAXI TAXI
FREIGHT FREIGHT
MOTORCYCLE MOTORCYCLE
BIKE BIKE
* These observations allow us to make the same assumptions made in previous master stations.
29 MASTER STATION Iztaccíhuatl and Campeche. DIRECTION North- South SCHEDULE CAR TRANSIT TAXI FREIGHT MOTORCYCLE BIKE TOTAL 7:00 - 8:00 13 1 8 0 1 2 25 8:00 - 9:00 32 0 10 1 3 4 50 9:00 - 10:00 38 0 16 5 1 7 67 10:00 - 11:00 39 0 16 4 3 6 68 11:00 - 12:00 43 0 10 4 4 5 66 12:00 - 13:00 52 0 8 5 4 4 73 13:00 - 14:00 70 0 12 2 4 6 94 14:00 - 15:00 64 0 11 2 5 4 86 15:00 - 16:00* 71* 0* 21* 7* 7* 7* 113* 16:00 - 17:00 50 0 17 4 3 7 81 17:00 - 18:00 51 0 17 4 3 7 82 18:00 - 19:00 60 0 12 4 5 7 88 19:00 - 20:00 57 0 11 2 7 5 82 20:00 - 21:00 51 0 9 4 6 8 78 21:00 - 22:00 50 0 11 4 7 7 79 TOTAL 741 1 189 52 63 86 1,132
*HMD
VOLUME BY VEHICLE TYPE
CAR
PUBLIC TRANSPORTATION
TAXI
FREIGHT
MOTORCYCLE
BIKE
30 DAILY VEHICLE DISTRIBUTION VEHICLE DISTRIBUTION IN HMD
CAR CAR
PUBLIC PUBLIC TRANSPORTATION TRANSPORTATION TAXI TAXI
FREIGHT FREIGHT
MOTORCYCLE MOTORCYCLE
BIKE BIKE
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- West SCHEDULE CAR TRANSIT TAXI FREIGHT MOTORCYCLE BIKE TOTAL 7:00 - 8:00 411 6 82 6 8 6 519 8:00 - 9:00 529* 8* 116* 13* 13* 12* 691* 9:00 - 10:00 385 6 120 14 13 20 558 10:00 - 11:00 292 7 77 10 13 14 413 11:00 - 12:00 205 6 83 15 15 16 340 12:00 - 13:00 228 6 74 13 16 17 354 13:00 - 14:00 224 5 76 11 20 25 361 14:00 - 15:00 221 6 68 11 21 13 340 15:00 - 16:00 210 6 62 14 20 23 335 16:00 - 17:00 232 7 61 11 18 19 348 17:00 - 18:00 237 4 56 15 18 16 346 18:00 - 19:00 218 2 59 9 17 28 333 19:00 - 20:00 209 3 50 6 14 19 301 20:00 - 21:00 225 2 46 5 14 20 312 21:00 - 22:00 210 0 43 5 12 16 286 TOTAL 4,036 74 1073 158 232 264 5,837
*HMD 31 VOLUME BY VEHICLE TYPE
CAR
PUBLIC TRANSPORTATION
TAXI
FREIGHT
MOTORCYCLE
BIKE
DAILY VEHICLE DISTRIBUTION VEHICLE DISTRIBUTION IN HMD
CAR CAR
PUBLIC PUBLIC TRANSPORTATION TRANSPORTATION TAXI TAXI
FREIGHT FREIGHT
MOTORCYCLE MOTORCYCLE
BIKE BIKE
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.
32 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 SECTION Alfonso Reyes Nuevo León - Pachuca Ámsterdam (circuito) Sonora – Sonora Campeche Yautepec – Insurgentes Michoacán Insurgentes – Pachuca Nuevo León Tlaxcala – Sonora Sonora Ámsterdam - Sinaloa Tamaulipas Patriotismo - Laredo
Speed by section is important, as it can help map out zones of conflict on each road. ROAD Alfonso Reyes DIRECTION Nuevo León - Pachuca Distance Speed (km/h) Average Section Sentido (km) Morning Noon Afternoon (km/h) EAST - 14.2 17.0 15.7 15.6 WEST Nuevo León - Tamaulipas 0.493 WEST - 29.1 25.3 15.6 23.3 EAST EAST - 19.7 12.1 7.5 13.1 WEST Tamaulipas - Mazatlán 0.290 WEST - 29.7 29.2 26.4 28.4 EAST EAST - 13.1 17.8 24.1 18.3 WEST Mazatlán - Pachuca 0.133 WEST - 18.6 10.5 9.9 13.0 EAST
33 ROAD Amsterdam (circuit) DIRECTION Sonora - Sonora Distance Speed (km/h) Average Section Direction (km) Morning Noon Afternoon (km/h) Sonora - Ozuluama 0.565 Circuit 19.2 16.4 17.1 17.6 Ozuluama - Teotihuacan 0.675 Circuit 19.3 20.3 17.1 18.9 Teotihuacan – Sonora 0.718 Circuit 15.9 15.1 10.9 14.0
ROAD Campeche DIRECTION Yautepec - Insurgentes Distance Speed (km/h) Average Section Direction (km) Morning Noon Afternoon (km/h) Yautepec - Tamaulipas 0.300 WEST - EAST 15.3 18.2 15.9 16.5 Tamaulipas - Nuevo León 0.369 WEST - EAST 12.2 13.5 15.9 13.9 Nuevo León - Insurgentes 0.481 WEST - EAST 18.9 14.5 13.3 15.6
ROAD Michoacán DIRECTION Insurgentes - Pachuca Distance Speed (km/h) Average Section Direction (km) Morning Noon Afternoon (km/h) Insurgentes - Ámsterdam 0.437 EAST - WEST 6.8 8.1 13.5 9.5 Ámsterdam - Atlixco 0.382 EAST - WEST 11.6 10.9 15.4 12.6 Atlixco - Pachuca 0.507 EAST - WEST 20.0 19.5 18.0 19.2
ROAD Nuevo León DIRECTION Tlaxcala - Sonora Distance Speed (km/h) Average Section Direction (km) Morning Noon Afternoon (km/h) SOUTH - NORTH 15.1 14.8 21.2 17.0 Tlaxcala - Ozuluama 0.471 NORTH - SOUTH 15.2 27.0 11.3 17.8 SOUTH - NORTH 22.9 26.9 21.0 23.6 Ozuluama - Laredo 0.322 NORTH - SOUTH 33.6 16.1 16.2 22.0 0.420 SOUTH - NORTH 17.6 23.5 8.9 16.7 Laredo - Sonora 0.483 NORTH - SOUTH 33.5 27.8 17.2 26.2
34 ROAD Sonora DIRECTION Ámsterdam - Sinaloa Distance Speed (km/h) Average Section Direction (km) Morning Noon Afternoon (km/h) EAST - WEST 16.3 17.7 16.0 16.7 Ámsterdam - Ámsterdam 0.331 WEST - EAST 25.8 26.6 10.7 21.0 EAST - WEST 8.1 12.6 8.7 9.8 Ámsterdam - Colima 0.347 WEST - EAST 17.3 9.0 10.4 12.2 EAST - WEST 21.6 11.5 8.4 13.8 Colima - Sinaloa 0.297 WEST - EAST 16.5 36.2 20.8 24.5
ROAD Tamaulipas DIRECTION Patriotismo - Laredo Distance Speed (km/h) Average Section Direction (km) Morning Noon Afternoon (km/h) SOUTH - NORTH 16.3 13.3 10.4 13.3 Patriotismo - Alfonso Reyes 0.271 NORTH - SOUTH 23.7 16.0 18.5 19.4 SOUTH - NORTH 23.2 17.6 19.7 20.2 Alfonso Reyes - Ozuluama 0.367 NORTH - SOUTH 21.0 15.1 14.3 16.8 SOUTH - NORTH 12.6 10.8 15.7 13.0 Ozuluama - Laredo 0.291 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.
35 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
21.6
8.12 17.29 Álvaro Obregón
15.92
33.45 Av. Sonora 16.3
CONDESA 25.84 ROMA NORTE
19.24
Amsterdam 15.28 19.34 Av. Tamaulipas Michoacán 6.82 Coahuila HIPÓDROMO CONDESA 19.73 Campeche 19.34 Alfonso Reyes 18.88 HIPÓDROMO
Benjamín Franklin 29.09
Av. Insurgentes Sur Av. Baja California ROMA SUR
Av. Nuevo León
ESCANDÓN AverageVelocidad speed, promedio, morning periodo hours matutino [Km/hr] 0.00 a 12.00 36 12.00 a 24.00 24.00 a 36.00 SPEED OPERATIONS DIAGRAM BY SECTION DURING MID-DAY HOURS
11.54
12.63 Álvaro Obregón
15.07
27.82 Av. Sonora17.67
26.57 ROMA NORTE CONDESA
16.41 Amsterdam8.14 15.07 18.19 Av. Tamaulipas
Michoacán Coahuila 20.31 12.14 Campeche HIPÓDROMO CONDESA 14.47 Alfonso Reyes HIPÓDROMO
Benjamín Franklin 25.33
Av. Insurgentes Sur Av. Baja California ROMA SUR
Av. Nuevo León
ESCANDÓN
AverageVelocidad speed, promedio, mid-day periodo hours medio [Km/hr] día 0.00 a 12.00 12.00 a 24.00 24.00 a 36.00
37 SPEED OPERATIONS DIAGRAM BY SECTION DURING AFTERNOON HOURS
8.4
10.36 8.69 Álvaro Obregón
10.94
17.22 Av. Sonora15.96
10.67 ROMA NORTE CONDESA
17.11 Amsterdam13.53 17.13 18 Av. Tamaulipas
Michoacán Coahuila 17.13 7.48 Campeche HIPÓDROMO CONDESA 13.3 Alfonso Reyes HIPÓDROMO
Benjamín Franklin 15.57
Av. Insurgentes Sur Av. Baja California ROMA SUR
Av. Nuevo León
ESCANDÓN Velocidad promedio, periodo tarde 0.00 a 12.00 12.00 a 24.00 24.00 a 36.00
38 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:
VEHICLES COUNTED BY TYPE OF ROAD
Local Collector road
For each type of road, the following maximum average speeds were measured:
AVERAGE MAXIMUM SPEED (KM/H)
Local Collector road
These 971 measurements yielded the following results: AVERAGE MAXIMUM SPEED 29.82 km/h AVERAGE ADJUSTED MAXIMUM SPEED 29.66 km/h MAXIMUM SPEED ON COLLECTOR ROAD 56 km/h MAXIMUM SPEED ON LOCAL STREET 51 km/h % EXCEED 50KM/H ON COLLECTOR AVENUE 1.2% % EXCEED 30KM/H ON LOCAL STREET 37% 39 6. On-street Parking
There 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.
4 CONDESA ROMA NORTE
3
2 Cuauhtémoc HIPÓDROMO CONDESA HIPÓDROMO 5
1
ROMA SUR
ESCANDÓN
40 The results measured as a total average of the blocks under study were: Hipódromo (block average) Supply of legal parking spaces 41 Average stay in legal parking spaces 4.19 hours Average stay in illegal parking spaces 1.24 hours Average occupancy in legal parking spaces 86.1% Total average occupancy (illegal spaces) 113% Turnover in legal spaces 2.86 Turnover in illegal spaces 9.67
SCHEDULE 08:00 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 74% 73% 76% 77% 79% 81% 82% 82% 83% 82% 85% 84% 86% 85% 85% 85% occupancy LEGAL PARKING 30 30 31 32 32 33 34 34 34 34 35 35 35 35 35 35 SPACES
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 1 1 1 2 1 2 1 2 2 2 2 2 2 2 2 1 ENTRANCE PERPENDICULAR 3 3 3 3 3 3 4 3 5 5 5 5 5 5 6 6 IN ENTRANCE PERPENDICULAR 6 7 7 7 7 8 9 9 10 11 11 11 12 12 12 12 IN ENTRANCE
% 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%
SCHEDULE 12:00 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 86% 89% 89% 89% 90% 89% 88% 87% 87% 91% 94% 94% 93% 95% 95% 93% occupancy LEGAL PARKING 36 37 37 37 37 37 36 36 36 38 39 39 38 39 39 38 SPACE
SIDEWALK 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
PEDESTRIAN 2 2 2 2 2 2 3 3 2 2 2 2 2 2 1 2 CROSSING DOUBLE 1 0 0 1 1 1 1 1 1 1 1 1 1 1 0 1 PARKING PARALLEL IN 1 2 2 2 3 2 2 2 2 3 3 3 3 3 3 3 ENTRANCE PERPENDICULAR 6 6 7 7 7 7 6 7 6 6 6 6 7 6 7 7 IN ENTRANCE
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 114% 117% 119% 121% 121% 119% 120% 120% 117% 123% 125% 125% 125% 124% 125% 124% Occupancy
41 SCHEDULE 16:00 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 93% 91% 91% 91% 92% 88% 90% 88% 87% 83% 83% 85% 85% 79% 83% 76% occupancy LEGAL PARKING 38 37 38 37 38 36 37 36 36 34 34 35 35 33 34 31 SPACE
SIDEWALK 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
PEDESTRIAN 2 2 2 2 2 2 2 3 2 2 2 2 2 1 1 1 CROSSING DOUBLE 2 2 2 2 2 1 1 1 1 0 0 0 0 1 0 0 PARKING PARALLEL IN 3 3 3 3 3 3 3 2 2 2 2 2 2 2 2 2 ENTRANCE PERPENDICULAR 6 6 6 6 6 5 6 6 5 5 5 4 3 3 3 3 IN ENTRANCE
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 129% 124% 126% 126% 126% 116% 121% 121% 115% 107% 107% 107% 105% 98% 101% 94% Occupancy
ON-STREET PARKING OCCUPANCY BY TYPE OF PARKING
Regular Occupancy Illegal Total Occupancy Supply of Legal Parking Spaces
42 6.1. Results by block VOLUME OF CARS PARKED BY TYPE OF ILLEGAL PARKING
SIDEWALK PEDESTRIAN DOUBLE PARALLEL IN PERPENDICULAR IN CROSSING PARKING ENTRANCE ENTRANCE
STAY OF CARS PARKED IN LEGAL SPACES
0 to 3 hours 3 to 6 hours over 6 hours
43 Block 1: Bounded by the streets Ensenada, Benjamin Hill, Cholula and Alfonso Reyes.
BLOCK 1 Supply of legal parking spaces. 31 Average stay in legal parking spaces 4.5 hours Average 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 2.66 Turnover in illegal parking spaces 6.72
SCHEDULE 08:00 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 87% 90% 87% 84% 87% 94% 90% 90% 94% 94% 97% 94% 97% 87% 87% 87% occupancy LEGAL PARKING 27 28 27 26 27 29 28 28 29 29 30 29 30 27 27 27 SPACE
SIDEWALK 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1
PEDESTRIAN 0 0 0 0 1 1 2 2 2 1 1 2 2 1 0 1 CROSSING DOUBLE 1 1 1 1 1 1 2 1 0 0 0 0 1 2 0 0 PARKING PARALLEL IN 3 3 2 3 2 3 3 4 4 3 3 3 3 3 3 3 ENTRANCE PERPENDICULAR 0 1 1 1 1 2 2 3 3 4 4 4 3 3 5 4 IN ENTRANCE
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 100% 106% 100% 100% 103% 116% 123% 123% 123% 119% 123% 123% 126% 116% 113% 116% Occupancy
SCHEDULE 12:00 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 87% 84% 84% 87% 84% 87% 87% 87% 84% 90% 94% 87% 87% 94% 94% 94% occupancy LEGAL PARKING 27 26 26 27 26 27 27 27 26 28 29 27 27 29 29 29 SPACE
SIDEWALK 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0
PEDESTRIAN 1 3 3 1 2 2 2 2 1 2 2 1 1 1 0 0 CROSSING
DOUBLE PARKING 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0
PARALLEL IN 4 4 4 4 4 3 4 4 4 6 5 5 6 6 5 4 ENTRANCE PERPENDICULAR 3 5 5 7 5 6 5 5 5 6 4 4 4 4 4 4 IN ENTRANCE
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 113% 123% 123% 129% 123% 123% 126% 123% 116% 135% 129% 119% 123% 129% 123% 119% Occupancy 44 SCHEDULE 16:00 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 100% 100% 97% 90% 97% 94% 94% 87% 90% 90% 90% 94% 97% 97% 97% 87% occupancy LEGAL PARKING 32 31 30 28 30 29 29 27 28 28 28 29 30 30 30 27 SPACE
SIDEWALK 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEDESTRIAN 1 1 1 2 1 2 4 3 3 4 3 3 3 2 2 2 CROSSING DOUBLE 2 0 0 0 0 1 1 1 1 0 0 0 0 1 0 0 PARKING PARALLEL IN 6 5 5 6 5 4 4 4 3 3 3 3 3 3 4 4 ENTRANCE PERPENDICULAR 6 5 5 5 3 2 2 3 3 2 3 3 2 2 1 1 IN ENTRANCE
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 152% 135% 132% 132% 126% 123% 129% 123% 123% 119% 119% 123% 123% 123% 119% 110% Occupancy
ON-STREET PARKING OCCUPANCY BY TYPE OF PARKING
Regular Occupancy Illegal Total Occupancy Supply of Legal Parking Spaces
45 ON-STREET PARKING OCCUPANCY BY TYPE OF PARKING
Sidewalk Pedestrian Double Parallel in entrance Driveway invading sidewalk Crossing Parking
STAY OF PARKED CARS IN LEGAL SPACES
0 to 3 hours 3 to 6 hours over 6 hours
46 Block 2: Bounded by the streets Saltillo, Campeche, Cholula and Vicente Suárez.
BLOCK 2 Supply of legal parking spaces 43 Average stay in legal parking spaces 4.73 hours Average stay in legal parking spaces 2.05 hours Average occupancy in legal parking spaces 83.8% Average total occupancy (with illegal spaces) 122.8% Turnover in legal spaces 2.53 Turnover in illegal spaces 5.85
SCHEDULE 08:00 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 84% 81% 79% 81% 84% 81% 81% 84% 84% 79% 84% 84% 81% 81% 77% 79% occupancy LEGAL PARKING 36 35 34 35 36 35 35 36 36 34 36 36 35 35 33 34 SPACE
SIDEWALK 1 1 1 2 3 3 3 4 4 5 5 5 6 6 6 5
PEDESTRIAN 3 3 3 3 4 3 3 3 4 5 4 5 4 4 5 4 CROSSING DOUBLE 1 3 1 0 0 2 1 0 0 0 1 1 1 2 4 3 PARKING PARALLEL IN 2 1 1 1 1 3 1 2 1 2 2 2 1 1 1 1 ENTRANCE PERPENDICULAR 1 1 1 1 1 3 3 3 3 3 3 2 3 4 7 6 IN ENTRANCE
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 102% 102% 95% 98% 105% 114% 107% 112% 112% 114% 119% 119% 116% 121% 130% 123% Occupancy
SCHEDULE 12:00 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 86% 91% 91% 88% 86% 86% 86% 86% 88% 88% 98% 95% 95% 95% 95% 93% occupancy LEGAL PARKING 37 39 39 38 37 37 37 37 38 38 42 41 41 41 41 40 SPACE
SIDEWALK 4 5 5 5 4 4 4 4 2 2 2 2 3 3 3 3
PEDESTRIAN 4 3 2 3 3 3 3 4 3 4 4 4 3 2 2 2 CROSSING DOUBLE 3 2 0 2 2 3 6 6 2 3 4 5 5 3 2 2 PARKING PARALLEL IN 1 1 1 1 1 3 2 2 1 2 5 5 6 5 7 6 ENTRANCE PERPENDICULAR 5 5 7 6 8 7 7 6 6 5 5 6 7 7 7 6 IN ENTRANCE
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 126% 128% 126% 128% 128% 133% 137% 137% 121% 126% 144% 147% 151% 142% 144% 137% Occupancy 47 SCHEDULE 16:00 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 91% 84% 86% 93% 95% 86% 86% 86% 84% 72% 72% 70% 72% 63% 65% 65% occupancy LEGAL PARKING 39 36 37 40 41 37 37 37 36 31 31 30 31 27 28 28 SPACE
SIDEWALK 1 1 1 1 2 1 1 2 2 2 2 1 1 1 1 1
PEDESTRIAN 3 3 3 3 3 2 2 6 3 3 3 3 3 3 3 3 CROSSING DOUBLE 9 8 8 10 8 3 6 5 5 1 2 2 2 2 2 2 PARKING PARALLEL IN 6 4 4 6 6 5 5 5 5 4 4 3 3 3 3 3 ENTRANCE PERPENDICULAR 5 5 5 6 6 6 6 6 6 5 5 4 4 4 4 4 IN ENTRANCE
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 147% 133% 135% 153% 153% 126% 133% 142% 133% 107% 109% 100% 102% 93% 95% 95% Occupancy
ON-STREET PARKING OCCUPANCY BY TYPE OF PARKING
Regular Occupancy Illegal Total Occupancy Supply of Legal Parking Spaces
48 VOLUME OF PARKED CARS BY TYPE OF ILLEGAL PARKING
Sidewalk Pedestrian Double Parallel in entrance Driveway invading sidewalk Crossing Parking
STAY OF PARKED CARS IN LEGAL SPACES
0 to 3 hours 3 to 6 hours over 6 hours
49 Block 3: Bounded by the streets Michoacán, Ámsterdam, Laredo and México. BLOCK 3 Supply of legal parking spaces 40 Average stay in legal parking spaces 2.79 hours Average stay in legal parking spaces 1.16 hours Average occupancy in legal parking spaces 81.9% Average total occupancy (with illegal spaces) 108.4% Turnover in legal spaces 4.3 Turnover in illegal spaces 10.3
SCHEDULE 08:00 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 40% 40% 58% 63% 63% 60% 73% 73% 75% 78% 80% 78% 78% 83% 85% 85% occupancy LEGAL PARKING 16 16 23 25 25 24 29 29 30 31 32 31 31 33 34 34 SPACE
SIDEWALK 2 2 2 2 2 2 2 2 3 3 3 2 2 1 1 1
PEDESTRIAN 0 1 1 1 2 2 2 2 2 2 2 3 2 2 2 2 CROSSING DOUBLE 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PARKING PARALLEL IN 0 0 0 0 0 0 0 0 0 0 0 0 2 2 1 1 ENTRANCE PERPENDICULAR 4 6 6 6 6 5 6 5 10 11 9 7 8 9 8 8 IN ENTRANCE
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 55% 63% 80% 85% 88% 83% 98% 95% 113% 118% 115% 108% 113% 118% 115% 115% Occupancy
SCHEDULE 12:00 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 83% 83% 83% 85% 90% 85% 85% 83% 83% 93% 90% 90% 90% 95% 98% 93% occupancy LEGAL PARKING 33 33 33 34 36 34 34 33 33 37 36 36 36 38 39 37 SPACE
SIDEWALK 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEDESTRIAN 2 2 2 2 2 2 2 1 1 1 1 1 1 1 1 1 CROSSING DOUBLE 0 0 0 0 0 0 0 0 1 1 1 1 0 0 0 0 PARKING PARALLEL IN 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 ENTRANCE PERPENDICULAR 9 9 9 10 10 9 9 9 7 7 7 11 11 10 13 10 IN ENTRANCE
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 113% 110% 110% 115% 120% 113% 113% 108% 105% 118% 113% 123% 120% 123% 133% 123% Occupancy
50 SCHEDULE 16:00 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 93% 93% 93% 93% 93% 90% 93% 90% 85% 83% 78% 80% 88% 80% 93% 100% occupancy LEGAL PARKING 37 37 37 37 37 36 37 36 34 33 31 32 35 32 37 40 SPACE
SIDEWALK 0 0 0 0 0 0 0 0 0 0 1 1 1 1 1 2
PEDESTRIAN 2 2 2 2 2 1 1 1 1 1 1 1 1 1 1 1 CROSSING DOUBLE 1 2 3 0 0 1 0 0 0 0 0 0 0 0 0 0 PARKING PARALLEL IN 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ENTRANCE PERPENDICULAR 8 6 9 6 10 8 8 10 8 7 8 7 6 5 5 2 IN ENTRANCE
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 123% 118% 128% 113% 123% 115% 115% 118% 108% 103% 103% 103% 108% 98% 110% 113% Occupancy
ON-STREET PARKING OCCUPANCY BY TYPE OF PARKING
Regular Occupancy Illegal Total Occupancy Supply of Legal Parking Spaces
51 VOLUME OF PARKED CARS BY TYPE OF ILLEGAL PARKING
Sidewalk Pedestrian Double Parallel in entrance Driveway invading sidewalk Crossing Parking
STAY OF PARKED CARS IN LEGAL SPACES
0 to 3 hours 3 to 6 hours over 6 hours
52 Block 4: Bounded by the streets Ámsterdam, Celaya, Popocatépetl and Glorieta Popocatépetl.
BLOCK 4 Supply of legal parking spaces 31 Average stay in legal parking spaces 3.99 hours Average stay in legal parking spaces 0.54 hours Average occupancy in legal parking spaces 87.6% Average total occupancy (illegal spaces) 100.2% Turnover in legal spaces 3.0 Turnover in illegal spaces 22.4
SCHEDULE 08:00 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 68% 65% 71% 71% 77% 81% 77% 74% 81% 77% 81% 87% 87% 87% 90% 84% occupancy LEGAL PARKING 21 20 22 22 24 25 24 23 25 24 25 27 27 27 28 26 SPACE
SIDEWALK 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEDESTRIAN 0 0 0 0 0 0 0 0 0 0 1 1 1 2 0 1 CROSSING DOUBLE 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 1 PARKING PARALLEL IN 2 2 2 2 1 1 1 2 2 2 0 0 1 1 1 1 ENTRANCE PERPENDICULAR 1 0 0 0 0 1 3 3 2 2 2 3 3 3 2 2 IN ENTRANCE
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 77% 71% 77% 77% 81% 87% 90% 90% 94% 90% 94% 103% 103% 106% 100% 100% Occupancy
SCHEDULE 12:00 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 81% 90% 90% 90% 90% 90% 90% 90% 97% 100% 100% 100% 100% 100% 100% 100% occupancy LEGAL PARKING 25 28 28 28 28 28 28 28 30 31 32 32 31 31 31 31 SPACE
SIDEWALK 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
PEDESTRIAN 0 0 0 0 0 1 2 2 1 0 1 1 2 2 1 3 CROSSING DOUBLE 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PARKING PARALLEL IN 0 2 2 2 3 2 1 1 4 4 2 1 0 0 1 0 ENTRANCE PERPENDICULAR 0 0 0 0 0 0 0 1 1 1 1 1 1 2 3 3 IN ENTRANCE
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 81% 97% 97% 97% 100% 100% 100% 103% 116% 116% 116% 113% 110% 113% 116% 119% Occupancy 53 SCHEDULE 16:00 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 94% 94% 94% 90% 90% 87% 90% 90% 84% 81% 84% 97% 90% 90% 94% 90% occupancy LEGAL PARKING 29 29 29 28 28 27 28 28 26 25 26 30 28 28 29 28 SPACE
SIDEWALK 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0
PEDESTRIAN 2 2 2 2 1 1 2 2 1 1 1 1 1 1 1 1 CROSSING DOUBLE 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 PARKING PARALLEL IN 1 1 1 2 1 2 1 1 1 1 1 1 1 1 1 1 ENTRANCE PERPENDICULAR 2 3 3 2 2 1 2 2 2 2 2 2 1 1 2 2 IN ENTRANCE
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 110% 113% 113% 113% 103% 100% 106% 106% 97% 94% 100% 110% 100% 100% 106% 103% Occupancy
ON-STREET PARKING OCCUPANCY BY TYPE OF PARKING
Regular Occupancy Illegal Total Occupancy Supply of Legal Parking Spaces
54 VOLUME OF PARKED CARS BY TYPE OF ILLEGAL PARKING
Sidewalk Pedestrian Double Parallel in entrance Driveway invading sidewalk Crossing Parking
STAY OF PARKED CARS IN LEGAL SPACES
0 to 3 hours 3 to 6 hours over 6 hours
55 Block 5: Bounded by the streets Iztaccíhuatl, Chilpancingo, Ámsterdam and Campeche.
BLOCK 5 Supply of legal parking spaces 61 Average stay in legal parking spaces 4.94 hours Average stay in legal parking spaces 0.99 hours Average occupancy in legal parking spaces 87.2% Average total occupancy (illegal spaces) 111.5% Turnover in legal spaces 2.43 Turnover in illegal spaces 12.15
SCHEDULE 08:00 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 85% 85% 84% 84% 82% 87% 85% 85% 84% 84% 87% 84% 89% 89% 87% 89% occupancy
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 3 3 2 2 3 2 3 3 4 4 4 4 4 4 4 5 CROSSING DOUBLE 0 0 1 0 0 0 0 0 1 2 0 0 0 0 0 0 PARKING PARALLEL IN 0 0 1 2 2 2 1 1 2 3 5 4 3 3 2 1 ENTRANCE PERPENDICULAR 7 7 7 6 5 5 4 3 5 5 6 8 9 7 8 9 IN ENTRANCE
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 102% 102% 102% 100% 98% 102% 98% 97% 103% 107% 111% 110% 115% 111% 110% 113% Occupancy
SCHEDULE 12:00 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 92% 93% 93% 92% 95% 93% 92% 89% 87% 89% 90% 93% 92% 92% 90% 90% occupancy
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 4 2 3 3 3 3 4 4 3 2 4 1 2 2 3 3 CROSSING DOUBLE 2 0 1 1 1 0 0 0 1 2 1 1 1 0 0 1 PARKING PARALLEL IN 1 2 3 4 5 3 2 3 3 3 3 4 3 3 3 3 ENTRANCE PERPENDICULAR 13 13 15 14 11 12 11 13 13 12 11 10 10 8 7 10 IN ENTRANCE
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 125% 121% 130% 128% 128% 123% 120% 123% 121% 121% 123% 121% 120% 115% 113% 120% Occupancy 56 SCHEDULE 16:00 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 89% 89% 90% 89% 89% 87% 89% 89% 90% 89% 89% 90% 85% 75% 75% 56% occupancy
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 3 3 3 2 3 3 3 2 2 2 2 1 1 0 0 0 CROSSING DOUBLE 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PARKING PARALLEL IN 3 3 4 3 2 2 3 2 1 1 2 2 2 2 2 2 ENTRANCE PERPENDICULAR 9 11 10 10 11 9 10 9 8 8 6 5 4 4 4 4 IN ENTRANCE
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 118% 121% 123% 118% 120% 115% 120% 115% 113% 110% 107% 105% 98% 87% 87% 67% Occupancy
ON-STREET PARKING OCCUPANCY BY TYPE OF PARKING
Regular Occupancy Illegal Total Occupancy Supply of Legal Parking Spaces
57 VOLUME OF PARKED CARS BY TYPE OF ILLEGAL PARKING
Sidewalk Pedestrian Double Parallel in entrance Driveway invading sidewalk Crossing Parking
STAY OF PARKED CARS IN LEGAL SPACES
0 to 3 hours 3 to 6 hours over 6 hours
58 7. Cruising Time and cruising share of traffic 7.1. 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 attendant Spaces managed by an informal parking attendant
59 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:
PERCENTAGE OF CARS IN SEARCH OF PARKING SPACE BY TYPE OF SPACE
Spaces without informal parking attendant Spaces managed by an informal parking attendant
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:
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
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. 60 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
Legal onstreet parking space
Yes Reserve onstreet parking space
Onstreet parking spaces informaly managed
AVERAGE SEARCHING TIME
Search time for parking Walking time to final destination
61 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 facilities
In 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.
CAPACITY AVERAGE STAY TURNOVER PARKING FACILITY LOCATION TYPE HMD (SPACES) (h) INDEX BNI Cadereyta Public 250 10:00 03:34 0.86 Parking Spaces
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 16% 18% 23% 16% 15% 14% 16% 15% 15% 12% 11% 14% Index
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.
62 DAILY PARKING SUPPLY AND DEMAND
Parking Spaces Parked Cars
General features Schedule 24 hrs. (private lots) Fee per hour $24 Monthly 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.
63 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 16/12/12 Chilpancingo Ámsterdam Collision 18:00 07/12/2011 Aguascalientes Culiacán Collision 17:30 06/12/2011 Benjamin Franklin Nuevo León Run-over 22:30 21/11/2011 México Michoacán Run-over 16:35 18/11/2011 Nuevo León Ozuluama Collision 22:40 17/11/2011 Benjamin Franklin Patriotismo Rollover 05:16 02/11/2011 Baja California Ometusco Collision 08:50 13/10/2011 Ámsterdam Celaya Collision 14:00 12/10/2011 Baja California Culiacán Collision 01:10 30/08/2011 Baja California Nuevo León Run-over 10:20 03/10/2011 Aguascalientes Chilpancingo Collision 07:00 23/09/2011 Mexicali Ensenada Collision 08:20 11/09/2011 Campeche Chilpancingo Collision 01:30 30/08/2011 Nuevo León Benjamin Franklin Run-over 19:20 25/08/2011 Benjamin Franklin Patriotismo Run-over 12:53 22/06/2011 Sonora Ámsterdam Collision 09:00 11/06/2011 Insurgentes Tlaxcala Run-over 19:25 07/06/2011 Iztaccíhuatl Campeche Collision 00:15 28/05/2011 Alfonso Reyes Tacambaro Run-over 09:20 20/05/2011 Alfonso Reyes Ometusco Collision 22:32 09/05/2011 Michoacán Nuevo León Collision 17:10 25/04/2011 Baja California Patriotismo Collision 21:31 14/04/2011 Nuevo León Campeche Collision 04:40 20/02/2011 México Laredo Run-over 19:37 16/02/2011 Ámsterdam Laredo Run-over 19:05 09/02/2011 Yucatan México Run-over 09:53 05/02/2011 Alfonso Reyes Saltillo Collision 21:40 02/02/2011 Alfonso Reyes Cholula Collision 15:30 28/01/2011 Source: SSP, January - December 2011.
64 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
Runover Crash Rollover
Runover Crash Rollover
DISTRIBUTION OF ROAD INCIDENTS BY TYPE REPORTED IN HIPÓDROMO DURING 2011
Runover Crash Rollover
65 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:
Álvaro Obregón
Av. Sonora
CONDESA ROMA NORTE
Av. Tamaulipas
Campeche Cuauhtémoc HIPÓDROMO CONDESA HIPÓDROMO
Benjamín Franklin
Av. Insurgentes Sur Av. Baja California ROMA SUR Av. Nuevo León
ESCANDÓN
2 Accidentsaccidentes 1 accidenteAccident
Source: SSP, January - December 2011.
66 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.
AVAILABLE SPACE MAP Legal spaces available
Leyend No information 0 to 7 8 to 12 13 to 18 19 to 30 over 30
Meters
Source: ITDP, Jonathan González.
67 CARS PARKED OVERNIGHT MAP Cars parked overnight
Leyend No information 0 to 3 4 to 5 6 to 8 9 to 12 over 12
Meters
Source: ITDP, Jonathan González.
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 Interval Low 0% to 50% Medium 50% to 85% High 85% to 100% Saturated Greater than 100% due to illegal parking
68
Leyend No information 0% to 50% 50% to 85% 85% to 100% Over 100% (Illegal)
Meters
Source: ITDP, Jonathan González.
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.
69 11. Conclusions
Hipódromo 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.
70 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.
71 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.
72 Av. México #69, Col. Hipódromo Condesa British Embassy Cuauhtémoc, D.F., 06100, México Tel. +52 (55) 1670 3200 Tel. +52 (55) 3626 2963 / 64 www.ukinmexico.fco.gov.uk www.itdp.mx 73