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<br /> 19 <br />· The following requests should normally be refused: <br />o Change to a non-standard time limit. <br />o Change to a time limit not appropriate to that zone. <br />Construction projects often eliminate one or more spaces close to the site, either to provide a staging <br />area for materials or to provide parking for construction equipment. Construction projects should still be <br />able to make use of spaces in this way. However, it is important to ensure that loading and other <br />specialist needs are still met. The policy for construction projects should therefore be as follows: <br />· The City Traffic Engineer can approve temporary use of spaces for construction projects. <br />· Where a construction project takes over a loading, ADA or other specialist parking space, the City <br />Traffic Engineer should have the discretion to adjust other nearby spaces for the duration of the <br />project to ensure the specialist needs are still met. For example, if a loading space is taken for <br />construction, an adjacent 1-hour space could be converted to loading at the same time. <br />· Where a construction project takes over a general parking space (for example, a one-hour space), no <br />consequential changes are needed. <br />Residential moving needs should also be handled through a similar process. However because the <br />needs are generally for one day only, the space(s) should normally be ‘reserved’ for moving that day, with <br />no consequential changes to other spaces. (This is similar to the way theater vehicles are currently <br />handled on Market Street.) The City Traffic Engineer should, however, have the discretion to designate <br />the appropriate space(s) to be reserved in each case. <br />2222.4.4.4.4 Additional Additional Additional Additional ConsiderationsConsiderationsConsiderationsConsiderations for Parking Management for Parking Management for Parking Management for Parking Management <br />2.4.1 Introduction and Key Points <br />This section describes some additional considerations for managing parking in downtown Charlottesville. <br /> <br />· Current best-practice in downtown parking management is to move away from a reactive <br />approach to one which involves pro-actively managing parking as a component of a downtown’s <br />success. Typical elements adopted in similar cities include: <br />o Creating a City Parking Department, or a Parking Division within an existing City <br />department, to provide full-time management of the parking system. <br />o Treating parking enforcement as an ambassador/welcome role as much as a ticketing <br />role. <br />o Using on-street parking fees to cover management costs and to create revenue for <br />downtown booster programs. <br />o Adopting an occupancy target for general on-street parking, with rates set accordingly, so <br />that the convenient spaces are never totally full and customers and visitors can therefore <br />always find a convenient space. <br />o Using modern meters or multi-space ‘pay stations’. <br />· In a busy, desirable downtown such as Charlottesville, with a limited parking supply, it is difficult <br />to provide both (a) free on-street parking and (b) assurance that customers and visitors can always <br />find a convenient space. Charging for the most convenient spaces provides the most effective tool <br />for managing the system and ensuring spaces are available. However, the Stakeholder Group <br />believes that introducing charges for on-street parking is not realistic in the current economic <br />situation.