Academic Perspectives on Minimum Parking: Congestion Typical Commerical Lot 7,500 Sq
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setting the stage: parking policy as Los Angeles matures and the regional transit system is built Regional Context Regional Context Robin Blair (METRO) Robin Blair is something that is essential to the FTA funding Jay Kim (LADOT) Jay Kim is the security, liability, and insurance issues, there a Planning Director at Metro and the process and to the criteria we are using. So Acting Assistant General Manager could be maximum flexibility in dealing with Parking Policy Modal Lead for the far, the city of Los Angeles and the surround- for the newly re-organized Office of parking.” 2011 Call for Projects. Parking Management, Planning and ing cities have adopted fairly aggressive land Regulations with the Department of use policies which favor transit use.” Transportation. He has over 20 years of transportation planning and engi- neering experience from both private • “Currently the renaissance of rail raises and public sectors. the issue of land use, which is the most considered factor for the Federal Trans- • “Because we impose parking require- portation Agency (FTA) in evaluating any The five criteria of FTA’s ments on a project-by-project basis and In the U.S. we have built new funding. In this context, the discus- evaluation for fund- parking spaces are not designed to be three spaces per each sion of parking around transit becomes “ publically shared, we over-provide park- “ important.” ing are the existing land ing. Parking spaces should be shared.” car. In downtown in par- • “Places like MacArthur Park have well use, the containment of • Regarding shared parking, “every build- ticular, we have dedi- survived and people gravitated to these ing will probably need to have some por- areas where they could get around the sprawl, transit supporting tion of the parking dedicated for their use; cated 81% of the land for city without using automobiles. On the but there is huge opportunity still for part other hand, however, parking require- corridor policies which of that building to have that pool be avail- parking that translates ments have actually hindered the revital- able for public use.” ization or utilization of these old areas.” are directly tied to park- into 170 parking lots with • “Parking problems should be approached • “Transit agencies regard the encourage- ing and parking form, the as a district problem. The ‘just perfect’ only a few parks.” ment of transit as the right policy. It would parking supply cannot be obtained based probably be better that the land uses near supporting zones near on the notion of supplying the average transit do not demand too much parking.” transit including parking parking rate. However, if we can create • “The biggest encouragement to reduce the framework under which the assets parking is to create an environment requirements and form, of the private sector could be made into where there is alternative parking. This is and the track records of the public pool, and if we can address 01 I setting the stage performance.” setting the stage I 02 Regional Context Site Context Hasan Ikhrata (SCAG) Hasan Ikh- • “The urban form we will have in the future Stefanos Polyzoides (Moule and Illustration: Del Mar Station Transit Village Pasadena, California rata is the Executive Director of the will be based not only on people’s preference Polyzoides Architects) Stefanos Southern California Association of for housing, but also factors such as energy Polyzoides is a principal of Architec- Governments (SCAG). Prior to joining ture firm Moule & Polyzoides. His costs. The future—though not everywhere— SCAG, Mr. Ikhrata worked for the Los professional experience spans insti- Angeles County Metropolitan Trans- will be multi-family, small lots, near transit, tutional and civic buildings, historic portation Authority (MTA) where he and walkable communities.” rehabilitation, commercial projects, developed a comprehensive Trans- housing, campus planning, and urban portation Demand Management pro- design. gram for the MTA. • TOD parking recommendations: • “The nation has experienced a great “Neighborhood and District-wide parking change since the 1960s. In 1960, al- In Southern Califor- measures (1/4-mile radius); station park- The actual space re- most half the households were house- nia, the demands for ing (street and structure) managed as a holds with children. Today that number is “ quirements for parking Park-Once system; high-quality public “ around 28% and is expected to fall down. single-family homes on space throughout, particularly connect- Single-person households grew from are so extreme and the ing parking and station; project parking 13% to 34%. The housing, transporta- large lots is going to de- ratio maxima, low to begin with and mon- tion, and health care needs in the future access requirements for cline significantly by itored over time for use on a shared park- are probably not going to be similar to ing basis; area-wide reduction of parking parking are so extreme what we had in the past.” about 1 million units; the ratios over time based on development that they end up domi- • “Recent national surveys consistently demand for multi-fam- thresholds and triggers; in lieu support revealed the preference of a significant of shuttles to adjacent neighborhoods nating the architectural portion of people for attached (38%- ily, small lots will go up, and districts; free parking for businesses 39%) and small lot housing with ameni- under 2,000 sf; obligatory decoupling of projects, as they emerge ties including easy access to transit. But, about 0.65 million units.” units and parking for sales and rentals; people’s actual preference may be very bicycle stations located adjacent to each from the various zoning different. This makes it very hard for the station, and; reduction in street and ga- requirements for various region to plan for the future.” rage parking dimensions.” municipalities.” 03 I setting the stage setting the stage I 04 Illustration: MDA Johnson Favaro Architecture & Urban Design academic perspectives on minimum parking: congestion Typical Commerical Lot 7,500 sq. ft. and the cost of housing, goods, & services Site Context The True Cost of Parking Gwynne Pugh (Gwynne Pugh Donald Shoup, Ph.D. (UCLA) Pro- land use ‘needs’ simply by measuring such Urban Studio) Gwynne Pugh is a fessor Donald Shoup has served as variables as the number of fuel nozzles at a member of the City of Santa Monica Director of the Institute of Transporta- “By-Right” Retail Building gas station, nuns in a convent, or reposing Planning Commission, an urban de- tion Studies and Chair of the Depart- 3,125 sq. ft. (improvements) rooms in a funeral parlor.” signer, and a consultant. He has over 12 stalls (4 per 1,000 sq. ft.) ment of Urban Planning at UCLA. 20 years of architectural and design Donald Shoup has extensively stud- experience. ied parking as a key link between transportation and land use. • “Each parking stall is about 350 square feet, if it’s reasonably and efficiently • “Los Angeles is following the rest of the For a concert hall in parked, incorporating the drive way, cir- world in reforming its parking require- culation and particularly ramps. A two- ments, it’s not leading. The minimum downtown, L.A. re- bedroom unit in an affordable workforce parking requirements are the real barrier “ housing project would be 850 square feet. “By-Right” Restaurant Building to density in this city. It isn’t the FAR; it quires, at a minimum, 15 1,665 sq. ft. (improvements) However, its parking requirement would 16 stalls (10 per 1,000 sq. ft.) isn’t the dwelling units per acre; it is the be 2-2.5 parking stalls, which equals to minimum parking requirements.” times more parking than 850 square feet. We are not building • “Off-street parking requirements resem- San Francisco allows as housing; we are building parking.” ble the pseudoscience of phrenology. • “The not-shared parking, which cannot Phrenologists believed that separate the maximum. We built be leased out and it cannot have other parts of the brain were responsible for the Disney Hall garage uses, contributes to part of the parking such characteristics as benevolence, problems.” friendship, integrity, neatness, and self- seven years before we ishness, and the external features of the Parking drives what skull predicted these behaviours. This had the money to build you can actually do on sounds alarmingly similar to the notion the Disney Hall. San Fran- “ that, without knowing anything about lots, rather than what the the cost of parking spaces or the price cisco built Louise David charged for using them, planners can activity we really want to predict how many parking spaces every Hall without any parking have happen.” at all.” 05 I setting the stage academic perspectives I 06 The residential parking requirement is go- “ing to reduce the overall quality of hous- ing and the variety of housing available. Re- Impact of Residential Parking moving the minimum parking requirements in turn will give you both more housing and Mike Manville (UCLA) Mike Manville is a postdoctoral scholar at the Lewis Center for Regional Policy Studies and the Institute of Transportation Studies at UCLA. He has conducted research into transportation more variety of housing.” policy and local public finance with a focus on how parking requirements influence both travel behavior and urban form. • With residential minimum parking require- spent on parking. For people who do two parking spaces for each unit, rather than ments, housing has to be accompanied We fight the problem of drive, this minimum parking requirement more affordable units. The parking require- by a specific amount of parking spaces. congestion by making functions as a subsidy. For people who ment changes the amount of housing and the Usually these parking spaces have to be “ don’t drive, this minimum parking require- type of housing.” on the same site.