Many thoughtful urbanists want to #endparkingminimums. We do too. But there’s something else we can address. It’s a relatively small change that can have a big impact…and it could be a good first step to getting rid of parking minimums altogether.
America is addicted to cars. But what if we weren’t? How could cities utilize the many acres of suddenly empty parking lots? City planner Alexander Dukes looks ahead to life after parking.
When my school district proposed tearing down buildings for parking, I and others suggested there were more creative and less destructive ways to solve these problems. We were scoffed at, and we lost. Hate to say, “I told you so,” but….
Giving valuable space in cities over to cars isn’t great for building walkable or productive places. But for now at least, our urban neighborhoods need some parking. This an area where thoughtful design can help us solve multiple problems at once.
It’s easy to claim “We have too much parking” but to prove it? These Boston area planners were up to the challenge, surveying over 200 apartment buildings’ parking lots. What they found… might not shock you.
A recent lawsuit challenged the practice of marking tires with chalk to enforce parking time limits, calling it an illegal search. Be careful what you wish for: our cities just might be forced to start making car owners pay for their use of public space.
It’s time for mandatory parking minimums to go. That doesn’t mean, though, that the need for parking is going to magically disappear. We would also be wise to plan for smart, adaptable parking solutions, so our cities can incrementally urbanize.
Too often, decisions about parking in our cities are driven by emotion, anecdotes and gut reactions. Better data can help both policymakers and citizens understand the actual parking situation in their city more clearly.
Sandpoint, Idaho eliminated its downtown parking minimums 10 years ago. Since then, at least four projects that could not otherwise have happened have brought new vibrancy and economic productivity to downtown.
Ever heard road tolls described as punitive to lower-income commuters? Don’t decry them until we fix, or at least acknowledge, these ten other things that are even more inequitable about the way we pay for transportation.
It is backward to think of a parking ramp as a catalyst for success; it is the outcome of success. There is no shortcut to building a Strong Town, but lots of rewards for the effort.
See which cities are getting rid of parking minimums, from sea to shining sea.
Requiring excessive parking comes at a heavy cost to the vitality and financial resilience of our cities.. Have you ever wanted a one-stop list of the many ways this is the case? We did too. So we made one.
School officials in my town claim our neighborhoods are too unsafe for their children to walk to school. Yet the actual key to safety lies in numbers. We need designs that make it so more, not fewer, people will choose to walk.
When it comes to parking, it’s time to reconcile our free-market rhetoric with our market-busting reality.
A look at how regulations shape land use in Marietta, Georgia illustrates a vicious cycle: when your zoning code is premised on car-dependency, car-dependency becomes a self-fulfilling prophecy.
Portland, OR is leading the charge in parking reform by pricing its on-street parking at a variable rate that reflects shifting demand, instead of subsidizing it.
Typically, the thought of converting an old subway tunnel into parking would send shivers down the spines of urbanists. But this project may be a surprisingly beneficial way to catalyze redevelopment in Rochester, New York’s recovering downtown.
A new comprehensive inventory of parking in five U.S. cities provides yet more persuasive evidence: we have built way too much parking, and it is a huge drag on the fiscal solvency and the vitality of our cities and towns.
“I'm honestly not sure if I should support this trend or fight it.”