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De Blasio NYCHA Proposal: More Space for People, Less Subsidized Parking

Mayor de Blasio’s plan to stabilize the finances of the New York City Housing Authority includes higher, but still subsidized, parking fees and a promise to develop a mix of market-rate and affordable housing on under-utilized property, including parking lots.

A conceptual plan for East River Houses would replace parking with new housing and retail. Image: NYCHA [PDF]

A concept for East River Houses would replace parking with new housing and retail. Image: NYCHA [PDF]

The mayor announced that the city will be developing new housing on NYCHA property. De Blasio took pains to distinguish the levels of subsidized housing in his proposal from an un-implemented Bloomberg administration proposal to develop housing on NYCHA property in Manhattan.

The new development plan would build 10,000 units in buildings where all residences would have below-market rents, plus about 7,000 residences in buildings that would be a 50-50 mix of market-rate and below-market units.

It’s an open question, however, exactly which NYCHA properties will be the site of new development. De Blasio said the city will begin announcing development sites in September. The New York Times reported that the first sites would be at Van Dyke and Ingersoll houses in Brooklyn and Mill Brook Houses in the Bronx.

The authority says the developments would “transform underutilized NYCHA-owned property,” including parking lots and other street-facing parcels like trash or storage areas, over the next 10 years. Parking lots are particularly promising, since they cover more than 467 acres of NYCHA property, according to a parking reform study prepared for the Institute for Public Architecture last year.

The Bloomberg administration’s development plan would have replaced any parking removed to make way for new housing. The de Blasio administration has not yet replied to a question asking if that will be the case with its plan.

Read more…

Streetsblog USA
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How Seattle Children’s Hospital Took the Lead on Healthy Transportation

Seattle Children's Hospital demonstrating how healthcare providers can be leaders in healthy transportation. Image: Seattle Children's Hospital

Seattle Children’s Hospital’s sustainable transportation goals for 2028. Image: Seattle Children’s Hospital [PDF]

It’s more than a little ironic that in many places, hospitals are some of the worst offenders when it comes to perpetrating unhealthy transportation patterns. Often surrounded by enormous parking decks, hospitals have earned a reputation as isolated institutions hermetically sealed off from surrounding neighborhoods.

But that’s beginning to change. Healthcare providers are undergoing a fundamental shift from focusing on contagious diseases to treating chronic conditions that are often related to unhealthy lifestyles, like diabetes and heart disease. Industry leaders like Kaiser Permanente are pushing reforms not only in healthcare policies and procedures, but in the physical form of hospitals and the role they plan in their communities, write Robin Guenther and Gail Vittori in their book, Sustainable Healthcare Architecture

I asked Guenther which hospitals are leading the shift to healthier transportation practices, and she singled out Seattle Children’s Hospital as the best model by a wide margin. It is indeed impressive.

In 2008, under pressure from the city of Seattle, the hospital mapped out a comprehensive transportation plan [PDF] calling for major reductions in solo car commuting. Even before that, the hospital had demonstrated leadership. Beginning in 2004, it used a combination of strategies to reduce the share of daytime commuters who drive alone to work from 50 percent to 38.5 percent.

The 2008 plan laid out a new target: to reduce the share of commuters who arrive alone by private car to 30 percent by 2028. As part of an agreement with Seattle City Hall, the hospital’s permitting to build new clinical space is tied to reductions in solo car commuting.

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Ydanis Rodriguez Bill Would Let NYC’s Press Corps Park for Free

City Council Transportation Committee Chair Ydanis Rodriguez thinks the city’s press corps needs a special break: He’s proposing legislation that would exempt drivers with press plates from paying at meters or obeying time limits.

“The news business should have the same privileges as every other business,” Rodriguez said in a release before today’s City Hall press conference, wrongly implying that every other business in New York gets a free parking pass.

Rodriguez, who said today that he hoped the bill would gain the support of Speaker Melissa Mark-Viverito and expressed confidence that it would garner a veto-proof majority, was joined this morning by fellow council members Laurie Cumbo, Daniel Dromm, and Corey Johnson.

I asked Rodriguez if he would give up his parking placard, like State Senator Tony Avella does each year. “I believe that having placard parking is important,” Rodriguez said, saying it came in handy when he drove to the scene of the East Harlem building explosion last year. “I believe that having a parking placard, as other people have — teachers have it, police officers have it, council members have it — people from the media should also have it.”

The legislation would not actually give parking placards to the media, but would exempt them from meters and time limits. (Currently, press plates give special parking privileges in areas marked for NYP plates, typically near courthouses and other government buildings.) As part of its crackdown on parking abuse, the Bloomberg administration eliminated this perk for the city’s press in 2009. Governor Cuomo also cut down on placards around the same time.

The New York Press Photographers Association has been leading the charge to restore this privilege. Association board member Robert Roth said the de Blasio administration has not set up a meeting to discuss a change in policy, despite multiple requests — which is why the association turned to the City Council.

Read more…

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Queens BP Melinda Katz Prioritizes Parking Over Affordable Housing

Few things set off alarm bells for car-owning New Yorkers more than the thought of having less parking. So when the Department of City Planning proposed a minor reduction in parking requirements, the community board chairs of Queens got a case of road rage, with Borough President Melinda Katz at the wheel.

Queens Borough President Melinda Katz thinks parking mandates are more important than Photo: MelindaKatz/Twitter

Queens Borough President Melinda Katz. Photo: MelindaKatz/Twitter

Here’s the problem: The city requires parking for most new development — a mandate that jacks up the cost of housing, even if residents don’t own cars. Senior citizens and low-income households, especially near transit, are less likely than other New Yorkers to own cars, according to the U.S. Census Bureau.

As part of a package of reforms, DCP has proposed removing parking requirements for new senior and affordable housing developments within a half-mile of the subway, and to reduce or simplify them elsewhere.

This is a small step in the right direction, unless you’re a car-owning Queens community board chair. The crowd at Monday’s borough board meeting was apoplectic over the idea of eliminating some government parking mandates, reports the Queens Chronicle:

“Where are they going to go? This is crazy,” Community Board 5 Chairman Vincent Arcuri Jr. said…

“I can’t think of any development in this borough where parking wasn’t an issue to some degree,” said Betty Braton, chairwoman of CB 10.

Joseph Hennessy, chairman of CB 6, added that many senior citizens still own cars and don’t get around using public transportation…

Dolores Orr — chairwoman of CB 14, which represents the Rockaways — said the agency was not looking at the “quality of public transportation” in the areas where it seeks to loosen the requirements…

Arcuri added that parking is already hard to find, a point echoed by several other board members.

“I can’t see anywhere in this borough where people would be supportive of downsizing parking requirements,” Braton said, according to the Forum.

They were joined in their opposition by Queens Borough President Melinda Katz, who heads the borough board and appoints community board members. She issued a statement after the meeting:

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Eyes on the Street: WABC News SUV *PWNS* This Sidewalk Extension

Stay classy, channel 7. Photo: Stephen Miller

Stay classy, channel 7. Photo: Stephen Miller

New York City’s placard class — the elite few who park wherever they want, without consequence — obviously includes police and other public servants. But don’t forget the press.

This afternoon, two press SUVs, including one from WABC-TV, were parked on the sidewalk at the corner of Centre and Leonard in Lower Manhattan. The area, filled with courthouses and government offices, is rife with placard abuse from public employees and the press. The WABC SUV had press plates and, of course, there was no parking ticket on its windshield.

The same location in 2011, before the sidewalk extension was added and the parking lot in the background became part of Collect Pond Park. (Note the WABC van parked in the background.) Photo: Google Maps

The same location in 2011, before the sidewalk extension was added and the parking lot in the background became part of Collect Pond Park. (Note the WABC van parked in the background.) Photo: Google Maps

The corner where WABC parked its SUV used to be a marked crosswalk, with a slice left unpainted to squeeze in another (dubiously legal) parking spot. The corner was next to a surface parking lot.

In 2012, adjacent Collect Pond Park was completely reconstructed and expanded to replace the parking lot with green space. The project included new sidewalks and curb extensions, but even concrete appears to be no match for the “professional courtesy” that extends to all members of the placard class.

Streetsblog USA
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How to Repair a Parking Crater in Three Steps

Parkersburg, West Virginia, our second-place finisher in Parking Madness was parking guru Donald Shoup's top choice for worst parking crater.

Parkersburg, West Virginia, the runner-up in Parking Madness 2015, was Donald Shoup’s choice for worst parking crater.

[Before we started up the bracket for this year’s Parking Madness tournament, I got in touch with Donald Shoup, who literally wrote the book on parking reform, and asked him to pick the worst parking crater in the field of 16. Here’s his response, packaged with some advice for cities that have a parking crater problem. — Angie Schmitt]

All the entries deserve a prize, but I have to choose Parkersburg [above] as the worst crater, for several reasons. First, of course, is the city’s name. Second, Parkersburg has parking structures surrounded by surface parking lots. Third, parking lots separate the city from a beautiful river. And fourth, Elliott Lewis clearly explained why Parkersburg’s parking crater is so awful.

Other nominators also wrote superb indictments of their cities, including Marshall Allen for Syracuse, Bill Basford for Waterville, and Nick Sortland for Amarillo.

The upside of these obscene craters is that we have immense areas of vacant land ready for redevelopment right where people want to live and work. If cities remove their minimum parking requirements, these parking craters can become exciting parts of a healthy downtown. The four images below suggest the possible improvements.

This first photo shows an office building in San Jose, surrounded by all its required parking:

Screen Shot 2015-04-08 at 12.28.43 PM

The building is as big as the city will allow, given the number of parking spaces provided. Suppose San Jose removes its minimum parking requirements, so some empty spaces on the perimeter of the parking lot can be used for housing.

The below image illustrates the first stage of what could happen if cities un-require off-street parking requirements:

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Streetsblog USA
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Donald Shoup, an Appreciation

Donald Shoup at the 2011 launch of SFpark, which put his ideas about curbside parking management into practices at a large scale. Photo: Bryan Goebel

On Tuesday, the news came that after 41 years of teaching at UCLA, Donald Shoup, distinguished professor of urban planning, will retire. For all of us who have had our paths in life profoundly influenced by his research, writing, and teaching on parking and transportation, it’s a good time to reflect. I never got to take a class from professor Shoup, but he has had more influence on my life and career than any of the professors whose classes I did attend.

Back in the spring of 1992, I was a student at Stanford in Washington, DC, studying international development. I was beginning to realize that before I tried to go to someone else’s country and tell them how to improve their lives, I needed to learn a real practical skill and see if I could accomplish something at home, in a culture I actually understood. That same spring, an article appeared in the Washington Post — “Subsidies Support a Drive-to-Work Habit” — about the ways in which the federal tax code subsidizes parking while withholding tax benefits if people walk or bike or take transit. It piqued my interest.

Siegman

Patrick Siegman, a principal at Nelson/Nygaard, is known as “the first Shoupista” for his work implementing Shoup’s ideas.

I knew that a large and remarkably ugly parking structure had recently been built outside my dad’s office on the Stanford campus, and I knew that I could get a permit to park in it for about $6 per month. I wondered how much it cost, and who really paid for it.

When I got back to Stanford in the fall, I went to see my future boss, Julia Fremon, the manager of Stanford’s Office of Transportation Programs.  I asked her how much it cost to build and operate a parking space on campus, and who paid for them. She said, “I’ve been wanting to know that too.” Then she gave me a list of people to interview, and offered me a spot on the University’s Committee on Parking and Transportation. Encouraged by this, I went to Green Library, descended into the stacks, and discovered the writing of professor Shoup.

All that year, I devoured articles and monographs authored or co-authored by Donald Shoup. I still have my original dog-eared copies of all those articles on my office bookshelf, and I still reference them today, when I’m out in the world trying to persuade city planners and council members to think differently about transportation. There were all those great articles, some newly published: “Employer-Paid Parking: the Problem and Proposed Solutions,” by Shoup and Willson; “Parking Subsidies and Travel Choices: Assessing the Evidence,” by Willson and Shoup; and most importantly, “Cashing Out Employer-Paid Parking,” the big Federal Transit Administration report by Shoup.

Professor Shoup managed to make the apparently dry topic of parking economics and regulation not only worth studying, but compelling, fascinating, and at times, hilarious. I vividly remember sitting down in the stacks, reading his research papers on parking and laughing aloud at the insanity of it all.

Read more…

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NYC Replaces a Parking Crater With Parking-Free Housing and Retail

One of Manhattan’s few remaining parking craters is going to be filled in with housing and retail — all without any car storage, despite the city government’s belief that the site called for up to 500 parking spots. Call it “Parking Sanity.”

The project, called Essex Crossing, is on the Lower East Side. It replaces surface lots formerly known as the Seward Park Urban Renewal Area, or SPURA, which were cleared decades ago and formed a parking crater engulfing multiple city blocks. The development will add 1,000 apartments (including 500 subsidized units), park space, a grocery store, a public market, and other retail.

Earlier this year, the developers decided to drop parking from the project entirely, even though the city pushed for up to 500 parking spaces — above and beyond the parking maximums that would normally be allowed under the zoning code.

The city, which initiated the project before selecting the developer, saw off-street parking as an elixir to help the project go down smoothly with the neighborhood. But it was not economical to build that much parking, and the developer eventually chose to eliminate parking entirely because site limitations would have placed the garage in a problematic location.

Streetsblog and Streetfilms recently sat down with Council Member Margaret Chin, who represents the area. Chin has advocated for the city to replace parking garages with affordable housing in her district, and she thinks things will be just fine without parking in the new development. As she says, people have plenty of other options for getting around.

Construction on the first phase of the development is set to begin this summer.

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Industry City Developer Thinks Sunset Park Waterfront Needs More Parking

The owner of Industry City, in background, says Sunset Park needs more parking. Photo: Google Maps

The owner of Industry City says Sunset Park needs more parking lots. Photo: Google Maps

A Sunset Park developer wants to use city land for a giant new parking lot, in what’s shaping up to be a test for Council Member Carlos Menchaca and the NYC Economic Development Corporation.

Industry City, which has 6 million square feet of industrial, office, and retail space in 16 buildings across more than 30 acres on the Sunset Park waterfront, is owned by a group of investors led by real estate firm Jamestown. Yesterday, the group announced a $1 billion redevelopment plan to attract employers in media, technology, fashion, and small-scale manufacturing.

The developers are asking for zoning changes to allow academic facilities, additional retail, and hotel uses at Industry City, which is zoned for manufacturing. They also have their eyes set on adding lots more parking.

The area has decent transit access, but it could be better. Industry City is near the express subway stop at 36th Street and Fourth Avenue and is served by three bus routes, including the crosstown B35 to Brownsville. That route has been identified as a priority for Select Bus Service expansion. Industry City is also right next to the planned Brooklyn Waterfront Greenway route and is a potential candidate for ferry service, though it was skipped over in the ferry network Mayor Bill de Blasio announced last month.

What the developers are focused on, though, is parking.

Industry City sits across the street from the city-owned South Brooklyn Marine Terminal, which already leases parking space to its neighbors, including 450 spots to Industry City. The development’s owners are looking to carve out up to five more acres for car storage in a corner of the 88-acre terminal site. According to back-of-the-envelope calculations by The Brooklyn Paper, that area — equal to the size of four football fields — could result in as many as 750 parking spaces.

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DC Is Schooling NYC on Improving Pedestrian Safety at Intersections


We wrote last week that New York City allows drivers to park to the edge of crosswalks, which can make it more difficult for pedestrians and motorists to see each other. After we posted that story a reader noted that Washington, DC, does a good job with daylighting intersections.

DC code mandates that curbs remain clear of parked and standing vehicles from 25 to 40 feet from “intersection of curb lines,” though regulations vary depending on whether streets are one- or two-way. Drivers may not legally park or stand within 25 feet of a stop or yield sign. Public and private driveways are given five feet of clearance on each side.

One exception written into the law: Ice cream vendors are allowed to park their trucks “curbside when stopping to make a sale, as close as possible to a pedestrian cross-walk without entering the intersection, and without unduly interfering with the flow of traffic.”

Above is F Street NE at 5th Street NE, a few blocks east of Union Station. Rotate the Google image to see the different treatments for the four corners, all of which have some form of daylighting. Compare that to the images below of restricted sight lines that are typical on New York City residential streets. I’ve driven through the intersection below, and as a motorist you have to edge into the intersection to look for approaching traffic, a potential hazard for all street users.

What would have to happen for parking-obsessed City Council members David Greenfield and Vincent Gentile to call for new rules that would make it safer to walk in NYC by prohibiting parking near intersections?