“But what about parking?”

“There’s lots, don’t worry”.

At the Vancouver Folk Music Festival 2018, now in its 41st year.

By the way, the infamous “Birkenstock 500” has been modified. Instead of the aggressive, early-morning free-for-all race to the main stage to claim prized spots on the grass for blankets, there is now a lottery among early arrivals, thus spacing out the action in a more civilized fashion.

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Daily Durning found another Great Mistake to add to the list, from Streetsblog: 

Parking spaces are everywhere, but for some reason the perception persists that there’s “not enough parking.” And so cities require parking in new buildings and lavishly subsidize parking garages, without ever measuring how much parking exists or how much it’s used.

Now new research presents credible estimates of the total parking supply in several American cities for the first time. The report from Eric Scharnhorst at the Research Institute for Housing America, an arm of the Mortgage Bankers Association, provides city-level evidence of the nation’s massively overbuilt parking supply and the staggering cost to the public [PDF].

Scharnhorst states:

After decades of requiring parking for new construction, car storage has become the primary land use in many city areas.

In Seattle, one-third of the city’s parking supply is located in downtown garages.  … the parking occupancy rate downtown is 64 percent. …

Scharnhorst concludes that cities should change course, and that in places with excessive parking developers should “allocate capital to non-parking uses” — a.k.a. housing, commercial buildings, and, in general, the sorts of things that make cities habitable for people instead of cars.

Images: Research Institute for Housing America

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An irresistible article from The Guardian:

Too often, cities think they’re unique and repeat the blunders that others have made before them. Here are three of the worst ideas that keep getting recycled …

Build a big mall to ‘revitalise’ the city

The gigantic out-of-town complex Centro was the centrepiece of Oberhausen’s efforts to halt economic decline and turn the German city toward post-industrial success. …. As much of the retail and service activity in the city gravitated to the new mall, many mom-and-pop businesses downtown couldn’t stay afloat. The once-vibrant streets of the city centre were gradually taken over by discount stores, empty shop fronts and visible decay.

Bury’ cars to improve the downtown core

The “Five Star” development strategy of the city of Tampere involves adding new housing and jobs, a new tram system, and prioritising pedestrians and cyclists. In order to achieve this deluxe downtown experience, the city is building underground parking facilities and a tunnel to clear the roads of cars. A clear and effective concept, one might think.

But congestion in the city wasn’t even an issue before the city completed two costly Five Star projects: a 1,000-space parking garage, and a tunneled highway section. The effect has been to increase the number of cars the city centre can accommodate – and the number of cars has duly increased.

Build a highway on the waterfront

In 2015, despite lengthy community campaigns for tearing it down and plans for high-quality waterfront urbanist interventions, Toronto decided to keep the Gardiner Expressway in place, cutting the city’s waterfront off from the rest of its downtown. …

The Estonian capital of Tallinn has decided to invest in a brand-new downtown highway, in order to grant easier harbor access to trucks. In the process, it will pave over one of the city’s only seaside parks. As a kind of absurd flourish, the city has promised to build a shiny promenade and public space in the only narrow stretch of land that now remains between the sea and multiple lanes of traffic.

Full article here.

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From John Graham:

State Street in Santa Barbara

Yes, there are no people because it is raining—about enough to raise a shrug in Vancouver. But the real thing missing is parking. And in its place, fabulous street landscape and furniture. All parking is away in lots or under buildings or down side streets.
 

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From Bloomberg:

In Los Angeles, it’s perfectly legal to build a new apartment without a refrigerator, a balcony, or air conditioning. But you can’t build one without plenty of parking. In most cases, in fact, you have to build at least two spaces per unit — and no fudging with tandem or compact spaces. That makes housing much more expensive. Removing parking requirements would be one of the simplest ways to ease California’s housing crisis …
Angelenos tend to assume that if the law doesn’t require builders to provide at least a couple of spaces per dwelling, cars will be endlessly circling the block looking for spots on the street. But that’s not the case.
In 1999, the city created a natural experiment with the Adaptive Reuse Ordinance, designed to encourage the transformation of vacant commercial buildings in the historic core into housing. Among other provisions, the ordinance exempted converted buildings from parking requirements. Developers couldn’t subtract parking, but they didn’t have to add it. “The law created a set of downtown buildings that faced the same market conditions as other properties — the same amenities, crime levels, and transit access — but that did not have minimum parking requirements,” writes UCLA planning professor Michael Manville in a study of the results. “The ARO therefore lets us compare what unregulated developers did with what they would have had to do if they were regulated.”
Manville estimates that between 1999 and 2008 developers created at least 6,900 new housing units in the exempted area, or more than three-quarters of those added in downtown L.A. …
What mattered, it turned out, was the flexibility the exemption provided. Some luxury buildings opted for more spots than required, upping the average, while one building provided no parking at all. Most important, the exemption allowed developers to rent parking off-site, sometimes in uncovered surface lots, instead of digging expensive garages. They met residents’ needs in ways city regulations would normally prohibit.
“Removing parking requirements doesn’t remove the problem (buyers might still want parking), but it does remove the one-size-fits-all solution,” Manville writes. “Developers can provide parking in the way they think is best, the same way they already provide pools, fitness centers and other amenities.” The result was “more housing with less parking, often in buildings and neighborhoods they had long ignored.”
The experiment worked in downtown. There’s no reason to think it couldn’t work throughout the city, especially if combined with another key ingredient in the downtown trial: eliminating free street parking. “When cities don’t give on-street spaces away for free, developers will provide — and drivers will pay for — spaces off-street,” writes Manville. Let the market work.
 

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