除少数能够找到便宜停车位的幸运驾驶人外，价格过低和过度拥挤的路内停车位给每个人都制造了难题；其他所有为寻找可用停车位而巡游的驾驶人因此浪费了时间和燃料，导致交通拥堵并且污染空气。价格过高和占用率过低的路内停车位同样存在问题，当路内停车位闲置时，商家失去潜在的顾客，员工失去工作，而城市失去税收。为了解决这些问题，旧金山启动了SFpark项目，通过价格调整实现每个街区有1~2个可用停车位的目标。为了衡量价格如何影响路内停车位占用率，根据项目第一年内超过5000次价格和占用率变动数据计算价格需求弹性。价格需求弹性的平均值为-0.4，但是随时间、地点及其他因素大幅变化。在第一年内平均停车价格下降1%，因此，SFpark调整了停车价格但总体上并未涨价。首次使用测量出的占用率估计路内停车的需求弹性，同时也首次评价随时间和地点而变化的定价模式以用于路内停车管理。指出旧金山可以通过增加驾驶人对变动停车价格的意识，减少残疾标志的滥用以及引入季节性价格调整来改进该项目。其他城市可吸纳绩效停车定价作为拥挤收费的一种形式。%Underpriced and overcrowded curb parking creates problems for everyone except a few lucky drivers who find a cheap space;all the other drivers who cruise to find an open space waste time and fuel, congest traffi c, and pollute the air. Overpriced and underoccupied parking also creates problems; when curb spaces remain empty, merchants lose potential customers, workers lose jobs, and cities lose tax reve-nue. To address these problems, San Francisco has established SFpark, a program that adjusts prices to achieve availability of one or two open spaces per block. To measure how prices affected on-street occu-pancy, we calculated the price elasticity of demand revealed by over 5,000 price and occupancy changes during the program’s first year. Price elasticity has an average value of–0.4, but varies greatly by time of day, location, and several other factors. The average meter price fell 1%during the first year, so SFpark ad-justed prices without increasing them overall. This study is the first to use measured occupancy to estimate the elasticity of demand for on-street parking. It also offers the first evaluation of pricing that varies by time of day and location to manage curb parking. San Francisco can improve its program by making driv-ers more aware of the variable prices, reducing the disabled placard abuse, and introducing seasonal price adjustments. Other cities can incorporate performance parking as a form of congestion pricing.
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