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Councilmember Bonin Introduces Seven Parking Reform Motions

Today L.A. City Councilmember Mike Bonin introduced seven parking reform motions. Graphic from CM Bonin

Today L.A. City Councilmember Mike Bonin introduced seven parking reform motions. Graphic from CM Bonin

Today, Los Angeles City Councilmember Mike Bonin introduced seven council motions [PDF] that would reform parking. The motions are wide-ranging: from diverting parking meter revenue back into neighborhoods where it is generated, to tiering parking ticket fines, to expanding dynamic pricing via Express Park.

The motions grew out of recommendations from Mayor Garcetti’s Los Angeles Parking Reform Working Group’s final report titled “Proposals for Parking Reform in the City of Los Angeles” [PDF] as discussed at Transportation Committee in October.

Here is a run-down of Bonin’s seven parking reform motions:

  1. Update L.A.’s Five-Year Parking Plan
    In some ways this is Bonin’s omnibus motion that carries motions number 2, 4, and 6 below. The Department of Transportation (LADOT) is due to submit its occasional maintenance and operations plan for city parking, including city parking revenue. Bonin’s motion requests that LADOT’s next parking plan include: expansion of Express Park, “Code the Curb,” and “a pilot project to return a portion of parking meter revenue for investment in local transportation improvements.”
  2. “Code the Curb”
    Enabled/funded by motion 1 above, Bonin’s motion sets up city departments to do an electronic inventory of all of the city’s parking assets. This will enable the city to implement “dynamic digital parking systems that can communicate with the public in real-time and replace the static parking regulations of today.”
  3. Ensure Fair Fines
    One mantra of the Los Angeles Parking Freedom Initiative has been to make parking ticket fines less onerous. Bonin’s motion directs city departments to evaluate a tiered pricing scheme where first-time offenders pay less, and drivers with multiple violations gradually get stiffer and stiffer fines.
  4. Expand Express Park
    Bonin is seeking to expand L.A. Express Park variable-priced meter parking now in effect in downtown L.A. and recently expanded to Westwood. The way Express Park works is that the city monitors how full on-street parking spaces are, then adjusts parking meter prices with a goal of keeping between 70 and 90 percent of spaces occupied. On blocks where there is little demand for parking, hourly rates are made cheaper. On blocks where it is very hard to find an open space, hourly rates are increased. Meter rates also vary by the time of day and the day of the week.
    The motion specifically looks to expand Express Park to Venice, Hollywood and Exposition/USC areas, and then to all metered parking throughout the city.
  5. Coordinate Freight Parking
    This motion directs LADOT to develop a program to make commercial vehicle delivery work more smoothly. LADOT would examine areas where commercial delivery vehicles get the most tickets, and build on successful models in other cities.
  6. Fund Local Parking Improvements
    All of these motions are good for livability, but this one is the Shoupista gem that could turn around Los Angeles parking. Today, parking meter payments disappear into the black hole of the city’s General Fund. Parking expert Don Shoup repeatedly stresses the importance of returning revenue for local improvements, primarily in order to generate the political will for metered parking. Technically, this means a number of shifts within the city, including replacing the existing Special Parking Revenue Fund (SPRF) with what is called an Enterprise Fund.
  7. Use Technology to Reduce Street Sweeping Tickets
    This motion directs city departments to implement the technology needed to notify drivers when they need to move their cars for street sweeping. It also directs city departments to coordinate street sweeping in order to avoid sweeping at peak parking times, including during school drop-off hours.

Read more…

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Eyes On the Street: Cars Parking On Sidewalks

Car on sidewalk on 4th Street near Normandie. Photos by Joe Linton

Car on sidewalk on 4th Street near Normandie Avenue. Photos by Joe Linton

The latest reports show that L.A. County has 18.6 million parking spaces, a whopping 14 percent of developed land. But apparently drivers want even more. It may be just anecdotal in my neighborhood – which is Koreatown near East Hollywood – but it seems like I am seeing more and more cars parking on sidewalks and curbs.

When I am walking, sometimes these are blocking the sidewalk, which is especially irritating when pushing a stroller. I don’t remember ever seeing this five to twenty years ago, but just this year it feels like it’s increasing. I don’t see it every day, but I did notice it a half dozen times before I began taking pictures last month with this article in mind. Parking is not easy here and it is somewhat more scarce on street-cleaning days, but it seems like drivers used to make do with the spaces allotted to them.

Car on the curb on First Street near Vermont Avenue.

Car on the curb on First Street near Vermont Avenue.

Are other Angelenos seeing this? What neighborhoods? Can we come up with some kind of shaming process? Maybe just a hashtag?

What should we do to keep it from proliferating? Read more…

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18.6 Million Spaces and Still Rising: Study Puts L.A. Parking in Perspective

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Over the last hundred years, L.A. County’s overall total parking spaces have grown to 18.6 million. Chart from the article Parking Infrastructure: A Constraint on or Opportunity for Urban Redevelopment? A Study of Los Angeles County Parking Supply and Growth, Journal of the American Planning Association.

There is a fascinating new L.A. County parking study making the rounds. Metro’s The Source summarizes it stating, “Look around and there’s an awful lot of space devoted to parking and a lot of it is under-used a lot of the time.” Curbed incorporates GIFs showing the inexorable growth of L.A. parking, and leads with the statistic that parking constitutes 14 percent of incorporated L.A. land.

The pay-walled article is Parking Infrastructure: A Constraint on or Opportunity for Urban Redevelopment? A Study of Los Angeles County Parking Supply and Growth. It is by Mikhail Chester, Andrew Fraser, Juan Matute, Carolyn Flower, and Ram Pendyala, published in the Journal of the American Planning Association.

Broadly the article surveys the growth of L.A. parking during the past hundred years, outlining how and why it has grown and what effects this has had. Then the article concludes with a set of recommendations.

The Extent of L.A. County Parking

For L.A. County as of 2010, the authors estimate that there are 18.6 million parking spaces. These break down into 3.6 million on-street, and 15 million off-street, with about a third of the off-street spaces being residential. L.A. parking covers an estimated 200 square miles, about 14% of the incorporated L.A. County land. This area is 1.4 times larger than the 140 square miles devoted to streets and freeways.

There are more than three times the number of parking spaces than there are vehicles. 18.6 million breaks down to 3.3 spaces for each of the 5.6 million vehicles in L.A. County.

From the article:

In the first half of the 20th century, L.A. County minimum parking requirements resulted in more parking being deployed than there were vehicles, but the growth in vehicles since 1960 has outpaced that of parking; by 1975, the number of vehicles in the county was about equal to the number of residential off-street spaces. This ratio has hovered around unity since, signifying that minimum off-street requirements have been a success at keeping vehicles off the road, but have likely contributed to more vehicles and ultimately more VMT [Vehicle Miles Traveled].

There is abundant parking where high-quality transit exists, which is likely to work against transit, walking, and biking. Since 1950, most growth in parking infrastructure has occurred outside of the urban core, largely associated with lower-density residential and commercial development. In 2010, the coverage factor (the ratio of parking area to land area) was 0.16, more than double that of 1950.

Our findings suggest that minimum off-street parking requirements have been a success at encouraging greater automobility and probably a failure at lowering traffic congestion, one of the original objectives of such requirements.

Recommendations for the Future

Since the 1930s, cities have mandated expensive and excessive suburban off-street parking. These requirements are a primary cause of parking proliferation, so the authors recommend municipalities “develop new approaches to parking mandates including adopting maximum parking restrictions, and seek to accommodate new growth through redevelopment at the core rather than new construction at the periphery.”

The authors sound a cautionary note, though, citing limitations on how far reforming (eliminating or reducing) parking requirements will go – “current parking infrastructure may substantially reduce the positive impacts of even major municipal parking reforms.” With 14 percent of L.A. County already relegated to parking, “existing parking infrastructure is likely to work against policy initiatives to curb the use of the car, reduce auto congestion, increase transit usage, and address equity issues, even if minimum parking requirements on development are reduced or reformed.”  Read more…

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Variable-Priced L.A. Express Park Expands to Westwood

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Map of the L.A. Express Park system for Westwood. Image via L.A. Express Park

At a press event yesterday, Los Angeles Mayor Eric Garcetti and City Councilmember Paul Koretz celebrated the expansion of L.A. Express Park to Westwood.

Westwood has long had a reputation for being a difficult area to park. Express Park should, over time, make finding a parking space there easier. This is good for number of reasons, including reducing traffic congestion exacerbated by drivers “cruising” for a parking space. A study that appears in Donald Shoup’s The High Cost of Free Parking found that, during peak hours, 68 percent of Westwood drivers were cruising for parking.

For readers unfamiliar with L.A. Express Park, it is a “performance-based parking” pricing program. These programs are also sometimes called “variable-price parking” or “demand-based parking.” The way it works is that the city monitors how full on-street parking spaces are, then adjusts parking meter prices with a goal of keeping between 70 and 90 percent of spaces occupied. On blocks where less than 70 percent of meters are occupied, hourly rates are made cheaper. On blocks where it is very difficult to find an open space, hourly rates are made more expensive. Meter rates also vary by the time of day and the day of the week.

Express Park was initially implemented in downtown Los Angeles in 2012. The program manages about 6,300 curb parking spaces there. Initial expansions include this week’s roughly 500 spaces in Westwood and about 900 spaces in Hollywood, expected around 2017. The Los Angeles City Council Transportation Committee recently directed L.A.’s Transportation Department (LADOT) to look into accelerating Express Park implementation in Hollywood, Venice, the USC area, and eventually to all parking meters citywide.  Read more…

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Funds for San Diego “Park” Go Mostly to Free Parking for County Employees

Nobody’s going to give San Diego County an award for park planning — we hope! — on its “Waterfront Park project,” which is more accurately described as the “subsidized garage project.”

Bike SD

The top photo shows the county administration building pre-park. The bottom photo shows the site of the new $36 million garage built with park funds. Images: Bike SD

Grinning county officials recently cut the ribbon on a $36 million parking garage that will be free for county employees. With 640 spaces, the cost works out to $56,250 per space. The parking garage cost about three times what was spent to build the actual park on the nearby surface lot that the garage replaced, writes John Anderson at Network blog Bike SD

He explains:

The new county parking garage is the second portion of the “Waterfront Park project” that created a 12-acre park across Harbor Drive from San Diego Bay, replacing 8 acres of surface level parking lots adjacent the County Administration Building. That project cost $49.4 million dollars after an initial project cost estimate of $44.2M with $19.7M for building the park, $18.5M for building underground parking, and $6M for design and administration costs.

In total, between the two projects $54.5M was spent on moving parking spaces and $18.5M was spent on the actual park that people enjoy. This is excluding the $5.2M of difference from the original estimate to the actual construction costs and the $6M of design and administration costs. Those cost breakdowns yield a result of 75% of funds used to move spots for empty cars and 25% of funds used to build a park. For purposes of this article let’s assume the admin and cost over-run figures split on the same lines. The vast majority of the funds used for these joint projects was for moving parking spaces, not for building a park.

This project was sold as a project to build a great park – it would seem fitting if most of the funds were actually used to build a great park. Instead we spent 75% of the funds to relocate parking spaces, not creating new spaces but moving existing parking spaces. 251 spaces moved approximately 15 feet, they were undergrounded in the same location as the previous surface level lots.

To make matters worse, a beautiful historic building was demolished — of course — to make way for the subsidized garage with the extra-wide stalls. Little Italy was thriving without it, and the giant monolithic structure will probably just make the neighborhood less attractive, writes Anderson. Well done, San Diego!

Elsewhere on the Network today: You’ll never believe what’s blocking the bike lane in Louisville, via Broken Sidewalk. And Seattle Bike Blog says that voter approval of the “Move Seattle” transportation levy will lead to an “unprecedented effort to end traffic violence.”

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Parking Reforms Advanced By L.A. City Council Transportation Committee

Parking reform will likely including citywide expansion of L.A. Express Park

Parking reform will likely including citywide expansion of L.A. Express Park

As expected, a suite of far-ranging parking reforms was heard by the Los Angeles City Council’s Transportation Committee yesterday. The committee was broadly receptive to the reforms, directing the city’s Transportation Department (LADOT) and other departments to further investigate a number of key reforms. What was perhaps most revealing was individual city councilmember attention to specific parking issues.

As previewed earlier this week, the reforms were proposed by Mayor Eric Garcetti’s Los Angeles Parking Reform Working Group in a report [PDF] entitled “Proposals for Parking Reform in the City of Los Angeles.” They include:

  1. Dedicate all parking revenue for mobility and parking purposes only
  2. Change zoning code to address problems created by minimum parking requirements
  3. End handicap placard abuse
  4. Expand use of performance-based pricing
  5. Charge drivers for only the amount of time parked
  6. Charge tiered fines for parking tickets
  7. Adopt a freight parking program
  8. Re-evaluate street cleaning parking restrictions
  9. Re-evaluate Preferential Parking Districts (PPDs)
  10. Use technology to improve parking

None of the proposals were at a point where the committee could just vote to put them into effect immediately. Instead, largely at the direction of Transportation Committee chair Mike Bonin, numerous items are moving forward with departments evaluating them and reporting back to future Transportation Committee meetings.

The committee moved forward with the following reforms, numbered as they are above:

1. Dedicate all parking revenue for mobility and parking purposes only

In city parlance, a dedicated fund is called an “Enterprise Fund” (as opposed to the General Fund.) Bonin and the committee directed LADOT and the Chief Administrative Officer (CAO) to report on the benefits and costs of establishing a Parking Enterprise Fund, including a proposal for a pilot that would return a portion of local meter revenue to the locations where it was generated for transportation improvements.

Additionally on a separate but related item, the committee laid the groundwork for using city parking revenue to finance expansion of Express Park, a “Code the Curb” inventory (see 10 below), and a pilot enterprise fund.

Councilmember Jose Huizar asked a couple of questions on how a Parking Enterprise Fund could be targeted toward improvements specifically in the areas that generate the revenues.

4. Expand use of performance-based pricing

L.A. already does variable or performanced-based pricing as part of L.A. Express Park, which has been in effect for most of downtown Los Angeles for a few years, and is expanding to Westwood later this year. Bonin and the committee directed LADOT to report back on what is needed to accelerate Express Park implementation for Venice, Expo/USC, Hollywood, and to expand it to all parking metered streets “citywide.”

7. Adopt a freight parking program Read more…

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Previewing the Future of L.A. Parking: 10 Parking Reform Recommendations

Map of parking meter districts in the city of Los Angeles. Image via Working Group report

Map of parking meter districts in the city of Los Angeles. Image via Working Group report [PDF]

Tomorrow’s 1 p.m. Los Angeles City Council Transportation Committee meeting will be the first public airing of the final report of Mayor Garcetti’s Los Angeles Parking Reform Working Group. In February, the Working Group delivered “Proposals for Parking Reform in the City of Los Angeles”: a 40-page report [PDF] outlining an extensive series of parking policies tailored to solve parking problems within the city of Los Angeles. The recommendations are far-ranging, including parking revenue, parking minimums, freight parking, parking ticket fines, street sweeping restrictions, and much more.

The Working Group grew out of agitation from the fairly-conservative Los Angeles Parking Freedom Initiative, but the mayor appointed a broader cross-section of parking reformers, including a handful of Shoupistas. As a result, the Working Group’s recommendations, like parking expert Don Shoup‘s, center on common ground, good-government reforms which would go a long way to fostering greater livability.

At this time, the Working Group’s report is just a set of recommendations. It will take political will, on the mayor and council’s part to enact these into law, and to embed them into an already strained city budget.

Below are ten of the top recommendations from the Working Group’s report.

1. Dedicate all parking revenue for mobility and parking purposes only 

The report calls for dedicating all city parking revenue – from meters, lots, and tickets – into “a secure, segregated Parking and Access Fund.” The Fund would be only used for two purposes: managing parking and improving mobility. Parking could including building additional lots or structures, upgrading technologies, etc. Mobility improvements could include pedestrian facilities, such as sidewalks and streetscape.

Shoup has long asserted that dedicating parking revenue to visible street improvements is a key way to generate the political will for pricing parking appropriately.

2. Change zoning code to address problems created by minimum parking requirements

The report criticizes outdated parking minimums for hurting small business, making housing less affordable, and worsening traffic congestion. The specific zoning reforms are not spelled out yet. Generally, the report states that parking requirements “should be balanced with other transportation goals in order to enhance transit accessibility and parking availability” with additional specifics forthcoming.

3. End handicap placard abuse

Handicap placard abuse sabotages parking meter pricing strategies. Allowing some drivers to park indefinitely for free makes it difficult to ensure an adequate supply of street parking at any price. Illegitimate placard users squeeze out space for people with disabilities who actually need it.

Though California and Los Angeles have done occasional stings targeting placard abuse, other locales have had dramatic success in reforming placard laws. The city of Portland, Oregon, ended free parking for disabled drivers in 2014. Severely disabled drivers, including actual wheelchair users, have an exception that allows them to park for free.

The city of Los Angeles cannot, on its own, end rampant placard abuse. Placards are governed by state law. Nonetheless, L.A. electeds have allies in the state legislature, and the city pushes for a state legislation agenda to solve L.A. problems.

4. Expand use of performance-based pricing 

The report urges the expansion of performance-based pricing, Read more…

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October Metro Committee Meeting Updates: Bus Service, TOC, Measure R2

Metro's Transit Service Policy Update is summarized in this presentation [PDF]

Metro’s Transit Service Policy Update lays the groundwork for a frequent bus service network, expected in July 2016. Changes are summarized in this presentation [PDF].

The Metro Board of Directors held its monthly committee meetings this week, in advance of next Thursday’s board meeting. Below are a handful of news bits gleaned from this week’s committee meetings. Final decisions still need to be approved by the full board next week.

Frequent Bus Service Network

Metro’s System Safety, Security and Operations Committee approved a new 81-page “2016 Transit Service Policy” document [PDF]. The changes are summarized in this presentation [PDF]. The document primarily lays the groundwork for implementing the not-yet-well-defined Frequent Bus Network, also known as the Strategic Bus Network Plan (SBNP.) SBLA analyzed the draft network proposal in this earlier article.

There are two main policy changes in the new Transit Service Policy. Both were recommended in Metro’s March 2015 American Public Transportation Association review:

  • Increase Load Factor: Load factor measures how crowded buses are. Currently Metro has a single load factor for all bus service; buses (at least as scheduled/planned at peak) hold 1.3 times their seated capacity. That means that generally 23 percent of riders are expected to stand at peak hours. The agency is adopting a new standard that it characterizes as “wait a long time: get to sit down.” It is a more complex standard that takes into account frequency of service. Peak service load factors increase to 1.4, meaning 29 percent of peak hour riders can expect to stand. This is a somewhat delicate balance to strike. Transit expert Jarrett Walker emphasizes that maintaining a low peak load factor is costly. On the other hand, overcrowded buses can become so full that they pass by waiting riders.
  • Eliminate Bus Stops: Metro reports that, over the past five years, average bus speeds have declined from “12 mph to less than 10.91 mph.” One low cost way to address this is to eliminate stops, especially local bus stops that are close together. See this earlier SBLA article on the benefits of bus stop thinning.

As this earlier SBLA article outlines, many questions remain regarding the SBNP, especially regarding canceling lines that may be picked up by municipal bus operators, including Foothill Transit and Santa Monica Big Blue Bus. The timeline specified in the presentation shows Metro detailing service changes in December, and holding hearings in February 2016, for a planned implementation in July 2016.

Map of planned new North Hollywood to Pasadena freeway bus. Image via Metro.

Map of planned new North Hollywood to Pasadena freeway bus. Image via Metro.

New NoHo-Pasadena Express Bus Line

Metro’s Operations Committee approved $784,000 to fund a new North Hollywood to Pasadena express bus, connecting the Orange and Red Lines with the Gold Line.  The new freeway bus line will be called Line 501. It is expected to begin a 180-day pilot at the same time that the Foothill Gold Line opens in the Spring of 2016. The route roughly parallels LADOT Commuter Express line 549, which operates only on weekday peak hours. Additional details in Metro staff reports.

Read more…

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Guide To Park(ing) Day 2015 Parklet Sites – Plus Metro Parking Update

Four Mid-City Park(ing) Day parklet locations hosted by L.A.'s Mid-City West Neighborhood Council.

Four Mid-City Park(ing) Day parklet locations hosted by L.A.’s Mid-City West Community Council.

International Park(ing) Day is not the massively humongous event it has been in past years in L.A. Nonetheless, there are still parks popping up in mid- and downtown. Below is a list of some Southern California park(s) to check out. (updated with additional sites! Some additional locations at parkingday.org)

  • In Mid-City L.A., the Mid City West Community Council hosts four parklets open 9 a.m. to 4 p.m.:
    – District La Brea, at 115 S. La Brea Avenue – features three full street parking spaces, furnished with seating, a foosball game, ping-pong table, graffiti art demo, and yummies from TWIST and Front Porch Pops.
    – Miracle Mile Toys & Games, 5363 Wilshire Boulevard
    – OpenSpaceLA, at 457 N. Fairfax Avenue – open until 8 p.m.
    – Melrose BID, at 7753 Melrose Avenue
    Additional details at MCWCC.
  • In Hollywood, join HR&A LA will be park(ing) to celebrate Mayor Garcetti’s Great Streets initiative. The park takes place at Hollywood and Vine, outside the Hollywood Pantages Theatre from 12 noon to 6 p.m.
    There will be three spaces: a Think Tank to brainstorm Great Streets solutions with the Mayor’s team at a pop-up office with free WiFi and cold brew coffee, a “Barklet” with dogs up for adoption, and an L.A. Philharmonic virtual reality orchestra performance of Beethoven’s Fifth Symphony. Details on flier [PDF].
  • In downtown L.A., Alta Planning and Design will be on the corner of 7th and Grand with “The Sweet Spot.” Attendees are invited to come and relax with their lunch or a snack from 12 – 2 p.m., share their knowledge on hidden public spaces in Downtown Los Angeles, and eat some sweets! Attendees are invited to help populate a map of public spaces downtown. Share ideas and pose for pictures in Alta’s Sweet Spot Photo booth! Details on flier [PDF] below.
  • In Larchmont Village, Rios Clementi Hale Studios’ parklet will educate the public about the benefits of rainwater capture. Their parklet, open from 9 a.m. to 8 p.m., is located  across the street from the firm’s office at 639 N. Larchmont Blvd. More details here.
  • In Pacoima, Pacoima Beautiful hosts a parklet from 10 a.m. to 3 p.m. at the Pacoima Branch Library at 13605 Van Nuys Blvd. More details here.
  • In Westwood, there will be a parklet from 9 a.m. to 5 p.m. in front of Simplethings at 10874 Kinross Avenue.
  • In Eagle Rock, there will be a parklet from 3 p.m. to 7 p.m. in front of Bloom School of Music at 2116 Colorado Blvd.

Alta Planning hosts The Sweet Spot Park(ing) Day parklet in downtown Los AngelesDo you know of other locations we didn’t mention? Please post in the comments below.

Streetsblog L.A. will be touring some of these sites tomorrow. Follow @StreetsblogLA and #parkingdayla on Twitter for updates.

In other parking news, today Metro’s Executive Committee approved the agency’s revised Parking Ordinance [PDF] and Parking Fee Resolution [PDF], which is unfortunately even less nimble than the already rigid version that had been proposed in July. Instead of trusting Metro’s CEO to raise or lower parking prices, the modified parking ordinance requires a vote of the agency’s board of directors.

Yesterday, Metro’s Planning and Programming Committee approved a 12-month $620,000 contract [PDF] with Walker Parking Consultants to develop a Parking Strategic Implementation Plan for managing station parking for the next five-to-ten years. Perhaps a year from now Metro’s consultants will recommend a more nimble parking strategy.

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Metro Saddles NoHo Station Redevelopment With $48M Parking Expansion

Metro's North Hollywood parcels, now up for possible redevelopment. Image via Metro

Metro’s North Hollywood parcels, now up for possible redevelopment. Image via Metro

In a recent post at The Source, Metro announced a new call for joint development at four large parcels of land at and adjacent to its North Hollywood Red and Orange Line Stations. Curbed L.A. reports that the NoHo parcels could include an estimated 750 to 1,500 units of housing, up to 12 stories tall. Hopefully, plenty of that housing will be affordable, based on Metro’s recently adopted joint development policies.

Transit-Oriented Development (TOD) will be a good thing for North Hollywood, for Metro, for Los Angeles. But is this truly TOD?

The issue here is parking.

Lots and lots and lots of parking.

The Source article completely misuses the term “replacement parking.”

The current NoHo lot has 957 spaces and another 194 spaces are in the process of being added on the north side of Chandler Avenue east of the current lot. Parking at NoHo Station is heavily used with most sites taken each morning and many NoHo riders say the parking makes it possible for them to take transit. If the current lots are developed, Metro plans to ask for 2,000 replacement spaces for transit riders in parking lots and/or garages to be constructed in addition to parking needed for residents and retail. That would almost double the current parking available at the station for Red Line and Orange Line riders.

What is “replacement parking”? When a development takes away existing parking, the developer may be required to replace parking spaces that have been taken away. Is asking for 2,000 spaces to replace 1,151 spaces credibly “replacement parking”? No. It’s a massive expansion. Cities and transit agencies (for example, BART [PDF]) generally require 1 to 1 replacement parking. Even 1 to 1 replacement hurts walkability, livability, and affordability.

Metro isn’t asking for replacement parking. It is asking for a massive parking expansion. A massively expensive parking expansion.

At an estimated cost of $24,000 per parking space in an elevated structure (amount from Don Shoup – and it will likely be upwards of $34,000 per space for any underground parking) then Metro is saddling this redevelopment with an up-front cost of $48 million, just for parking for Metro. As The Source mentions, that’s not counting additional parking for people who will live or shop there.  Read more…