U.S. Parking Policies from Page 26


requirements” were a reaction to growing automobile use that, absent any pricing mechanism, was swamping available street space. In addition, single use zoning results in segregated resi- dential and commercial areas, triggering more reliance on the automobile.As accommodation to the automobile increased, so did its use. This cycle of dependency soon prompted additional requirements for off-street accessory parking. Minimums had a huge impact onAmerican cities.Any visi-


tor to the United States will be struck by the difference between cities and towns built before the adoption of minimum parking requirements and those built afterwards.The requirements led to an explosion in new parking and fueled dispersed land uses like the “office park” and “big box stores,” which consist of build- ings in themidst of vast parking lots. In the 1970s, the link between the parking supply and car


use was explicitly recognized when NewYork City, San Francis- co, Portland and Boston were all forced by lawsuits brought under the federal CleanAirAct to cap parking in their central business districts (CBDs). Minimum parking requirements are by far the most preva-


lent government parking policy. They profoundly influence everything from hundreds of billions of dollars in construction costs to land use density, travel choice, environmental sustain- ability, and the way cities look and function.Yet, the methods used to determineminimums are fundamentally flawed.Typical- ly, requirements are based on the type of land use and its square footage, with no reference to the existing transportation system or ambient development. The recommended parking requirements for a restaurant


would be the same if the restaurantwere in a business district— where customers couldwalk—or at a highway intersectionwith no access option other than driving. Most minimum require- ments are based on a compendium of minimum requirements assembled by the Institute of Transportation Engineers. The compendiumis a limited inventory without contextual analysis.


Off-street parking best practices Planners in many cities recognize the high cost of “free”


parking and offer amenu of alternative approaches tomanage the parking supplymore efficiently and account formixed land uses, transit and pricing parking tomanage demand.These include: • Elimination or reduction of minimum requirements: used


in a number of San Francisco neighborhoods. • Shared Parking: encourages the consolidation and reduc-


tion of a neighborhood’s parking facilities, allowing more pro- ductive land uses. It can also be priced in a way that accessory parking cannot. Shared parking is a key part of travel demand management inMontgomery County,Maryland; Boulder, Col- orado; and Cambridge,Massachusetts. • In Lieu Fees: paid by developers to a city in the place of


building accessory parking. The fee helps fund city owned shared parking.This is in use in a limited number of cities. • Transit Zoning Overlays: special zones that supersede


existing use, density, design and parking requirements near rail and bus lines.Typically, parking requirements are reduced. • Unbundling Parking: compels developers to sell or lease


parking independently of residences or commercial leases.Thus, overall parking costs are not subsidized by other uses. San Fran- cisco is piloting unbundling, but compliance by developers is proving difficult.


Continued on Page 30


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