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Monmouth Mall plans to become smaller and reduce parking spaces

EATONTOWN, NJ – There are big changes on the horizon for Monmouth Mall:

First, Kushner Cos., the property developer and owner of the Monmouth Mall, wants to demolish the existing three-story car park on the site.

In its place, Kushner plans to build a flat parking lot, in the same location as the parking lot. However, the car park will accommodate far fewer cars: The overall number of parking spaces will be reduced by 638 spaces.

“This is a former parking lot that has deteriorated over time and has been deemed unsafe for pedestrians and vehicles,” said Michael Sommer, vice president of development and construction at Kushner Cos.

This month, Kushner Cos. asked the City of Eatontown to approve his request to demolish the garage; Eatontown will issue a decision in March.

Second, demolishing the parking lot is actually part of Kushner Cos’ larger plan. to reduce retail space in the Monmouth Mall by 25,000 square feet. The company has yet to describe how it will reduce the size of the mall and where the disposals will take place.

“As you know, there are a lot of vacancies at the mall,” Sommer told Patch on Thursday.

Kushner Cos. is owned by Jared Kushner, son-in-law of former President Donald Trump. The company was started by Charles Kushner and the Kushners are the developers of Pier Village in Long Branch. Charles Kushner and his wife still live in Long Branch to this day.

Third, last year the City of Eatontown declared the mall “an area in need of redevelopment.” This means that the borough will create a redevelopment plan, which will most likely alter what is built at the mall. Depending on what this redevelopment plan says, it may also change the zoning of the mall, perhaps adding residential zoning.

Eatontown has previously stated that it would be acceptable to have residential units in the mall: in 2018, the city approved Kushner Cos. to build 700 apartments in the mall; there was a significant pushback from residents who lived nearby. But this proposal is currently on the back burner.

“We haven’t backed down from (this idea),” Sommer warned Thursday. “However, in the current retail environment, we need to determine what are the highest and best uses for the mall. In terms of our overall vision (for Monmouth Mall), we are planning a significant redevelopment for the remaining retail and other businesses on-site, to be successful not just today, but long-term into the future.”

There was also a plan to build outdoor pedestrian corridors and outdoor plazas at the mall, but that idea was also scrapped by the developer.

Last spring, Kushner Cos. took full ownership of Monmouth Mall, buying out its partner Brookfield Properties, the Asbury Park Press.

According to this report in The Real Deal, Brookfield and Kushner both defaulted on a loan at the start of the pandemic, when all businesses in the state were forced to close, putting the entire mall at immediate risk of foreclosure . But Kushner then bought a $110 million loan for the property at auction, saving the mall and becoming the sole owner.

Although Kushner Cos. has made it clear that it wants to retain ownership of the shopping centre, what does the future hold for Monmouth Shopping Centre? That remains to be seen.

Construction is also underway on an RWJBarnabas Health outpost at the mall. It is planned to be a two-building medical complex next to the Boscovs. It will provide pediatric care, women’s health, emergency care and family welfare.

The first building is expected to open in the coming months, Sommer said.

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New Civic Hospital Parking Garage Gets Committee Approval

The Ottawa Planning Committee has approved The Ottawa Hospital’s plans for a parking garage for the new Civic Campus at Dows Lake.

In a nine-to-two vote at the end of an eight-hour meeting – one that saw councilors come and go to deal with the convoy protest – the committee approved the site plan for the garage of four stories with 2,500 parking spaces and a rooftop park and returned it to city staff for finalization.

The city council had already last fall approved the master plan for the entire campus of the $2.8 billion hospital, which is set to open in 2028 and become one of the costliest projects ever built. in Ottawa.

Part of the reason the hospital wanted to maintain approvals, executive vice president Joanne Read said, was to start construction and avoid losing purchasing power as costs rose.

The first structure to be erected on the new campus will be the parking lot at the east end of Carling Avenue, Preston Street and Prince of Wales Drive at the top of the Trillium O-Train line.

If construction begins this spring, the garage could be finished by the end of 2024, project manager Graham Bird added.

In sketches, the hospital’s architects explained how the car park would include 310 secure bicycle parking spaces inside and another 225 outside. A winding path would lead to a rooftop park with a play structure, an aboriginal garden and four courts for the DARA tennis club, as it will lose its longtime location to the future hospital.

3 dozen speakers

More than three dozen people gave public delegations, from doctors and patients to neighbors and conservationists.

Many feared that the two inland routes would create bottlenecks and traffic jams and had not been properly surveyed.

Accessibility was another major issue given the almost half-kilometre long connection between the current Carling O-Train station and the entrance gates of the future hospital. A “high-line” path would eventually cross the roof of the garage and arrive at the level of the hospital doors.

Others called the replacement of Queen Juliana Park with a rooftop space a “green wash”. Members of a group of young environmentalists prepared a video with background music about their desire to save trees at the Central Experimental Farm.

But doctors and patients at the hospital said parking is important for families looking to park at difficult times in their lives.

Marcie Stevens, a survivor of the 2019 bus crash at Westboro Station, told the planning committee on Thursday that it was important to her to have adequate parking on the future Civic Hospital campus. (Jean Delisle/Radio-Canada)

‘Important for me’

“Parking, as vulgar as it sounds, is important to me,” said Marcie Stevens, a survivor of the 2019 bus crash at Westboro Station who completed a full rehabilitation at The Hospital. Ottawa.

Hospital visitors don’t just live in the city with access to public transit, Stevens said, noting that her family has visited rural villages and outlying areas.

Capital County Shawn Menard requested that city staff discuss with the hospital ways to improve accessibility, such as adding benches and outhouses, and including the community in the study to manage the circulation.

River Ward County. Riley Brockington, who represents the area, asked that staff work to improve cycling connections. Kitchissippi County Jeff Leiper also asked staff to work with the hospital on a construction management plan and require it to maintain the park in the winter and maintain the landscaping long term.

Ultimately Councilors Brockington, Scott Moffatt, Glen Gower, Laura Dudas, Allan Hubley, Tim Tierney, Catherine Kitts, Cathy Curry and Jean Cloutier voted in favor of the site plan, while Leiper and Menard voted against.

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Downtown parking lot heads to market | Local News

The Lavery Transportation Center – the parking garage in downtown Fairbanks – will go on the market following a decisive vote by the city council on Monday evening.

The vote, 4-3, with Mayor Jim Matherly breaking a tie vote, cemented a debate that the garage should go on the market even if there were no buyers. Matherly and council member Aaron Gibson, the ordinance’s sponsor, said the ordinance requires the structure to remain a parking lot once it’s sold.

Gibson, along with board members Jim Clark and Lonny Marney, supported the garage’s listing. Councilors June Rogers, Jerry Cleworth and Valerie Therrien opposed it.

The five-story, 360-space garage was built in 2002 with a combination of federal and state grants. The city must sell it for at least $2 million to repay the feds, or keep it as a parking lot.

In 20 years, its operation cost more than it brought in revenue, according to financial reports. With depreciation, it cost the city $5.4 million over two decades; omitting depreciation, the city still lost $1.8 million, as expenses exceed revenues.

David van den Berg, executive director of the Downtown Association of Fairbanks, asked the council to reconsider its decision.

“This is a critical access feature for downtown businesses,” van den Berg said. He said a quick survey of association members asked what the city’s overall plan would be for downtown parking.

“We believe this order is premature,” van den Berg said.

The city could market the center better, he said, or pitch it as an opportunity to find a new contractor to run it. Selling it, he said, would have ripple effects.

“Parking is a system and if you dislodge part of it, then something is going to happen to street parking that you should think about,” van den Berg said.

Cristina Ackerman, who runs a small business on Second Avenue, said parking remains a major issue.

“There just isn’t enough parking space that I could park a vehicle in and leave it there all winter day,” Ackerman said. “The people I serve also need parking and sometimes it can be difficult to find street parking for them to use the parking lot.”

Jeff Jacobson, director of public works for the city, in his capacity as chairman of the board of directors of the Fairbanks Parking Authority, said the garage has performed well over the past few years.

“Over time, the parking authority found more ways to generate revenue and reduce expenses,” Jacobson said. A new kiosk center will be installed later this year to facilitate entry, exit and payment.

He acknowledged that efforts to market it have been lacking, but the parking authority will implement further measures. Jacobson asked on behalf of the parking authority to delay putting the garage up for sale to conduct a thorough study.

Jacobson added that with the planned demolition of the long-empty Polaris Building, he can see a brighter future for the parking lot.

“You will have prime real estate once the building is demolished and having parking across the street will be attractive to a developer,” Jacobson said. “I could imagine air bridges connecting the two buildings and using it as a central business hub.”

Council member Jerry Cleworth, a volunteer member of the parking authority board, agreed with Jacobson.

“It has the potential to make more money, but it needs to be marketed,” Cleworth said. “The reality is that I don’t know anyone who would bid on it because I don’t see how you would make any money long term once it becomes a taxable entity.”

Councilor Valérie Therrien said she would like a full study of the building’s value and sale parameters before holding a vote to sell it.

“See What It’s Worth”

Matherly expressed his own opinion on the sale of the garage by the city.

“I don’t think the government should own a retail place like this,” Matherly said. “We subsidize this thing and it’s costing the city a lot of money…we don’t have the people to run it or market it all the time.”

Matherly acknowledged his sale was slim for 2022, but said it was worth exploring.

“I think someone could do a lot better owning it and managing it,” Matherly said.

Gibson, like Matherly, wants to see who might be interested in buying the garage.

Gibson added that $1.8 million lost over 20 years in maintaining the building could have benefited more from the city’s permanent fund.

“I think it’s a great opportunity to see if anyone in the community wants to come out and buy it,” Gibson said. “We can still invest to improve it, because it will attract a potential buyer.”

Councilor Jim Clark added that the function of the structure will not change.

“This is a parking lot and will remain a parking lot, the only difference is whether we want to be in charge or whether a private entity takes over,” Clark said.

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Why Salisbury has too many parking spaces

The Journal reported on January 13 that 61.9% of online respondents to the Salisbury Neighborhood Development Plan consultation opposed plans for housing in the Brown Street car park.

The intention was always, when the five Park and Ride locations opened, to reduce downtown parking.

However, this plan was never implemented, instead the long-term car parks were replaced with short-term car parks, which led to more traffic movements in the city and a failure of the Park and Ride to achieve the traffic reduction for which it was intended.

We are now left with a city that has far too many parking spaces taking up valuable space, an underutilized park and ride, congested streets and poor air quality.

For the past 20 years the intention has remained for Brown Street and Salt Lane car parks to be redeveloped for housing and other commercial uses, but once again Salisbury residents have opposed any restrictions their right to drive and park where they want. and in this they are supported by some of our elected councillors, including the head of the Departmental Council.

I cannot agree with Cllr Clewer’s statement that removing parking on Brown Street would increase travel times and carbon emissions for those who live on the south side of town.

The Culver Street car park is in need of refurbishment, it is directly accessible from the Ring Road and would avoid congestion on Exeter Street which causes poor air quality for residents and schoolchildren along this busy road.

When will Salisbury follow the example of many other cities in this country and move towards streets for people not cars and encourage active travel and public transport for the benefit of all?

We seemed to be heading in the right direction with the central area setting and the friendly streets, both approved by our elected councils, but abandoned due to strident objectors.

Councilors react to the wishes of voters so let’s make our voice heard, the neighborhood plan is that opportunity, we all have a right to clean air and safe streets, if not with more and more housing generating more car journeys, Salisbury is heading for disaster.

Pam Rouquette

Salisbury

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Ocean City to explore a potential parking garage | Local News

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“Until we have an idea of ​​what it might cost, where it might be built, and what it might yield, it’s impossible to know if this should be a priority among our infrastructure needs,” wrote Gillian in a message to residents and owners on Friday. . “As always, we’ll get the facts first.”

Ten years ago in Atlantic City, the Casino Reinvestment Development Authority spent about $30 million on a parking lot near the commercial area of ​​this complex, which included rental spaces and charging stations for electric vehicles.

The potential cost will be an important consideration, Levchuk said. The same will apply to the impact on the neighbors of the chosen site. He said the city is in good financial shape, citing an administration proposal for a multimillion-dollar public safety building.

Reaching consensus on a new headquarters for the police department and completing that project is the priority, Levchuk said Tuesday, but he added that a long-term solution to the parking problem is also important.

“We’re a destination tourist island, and people are driving here,” Levchuk said.

ATLANTIC CITY — Bart Blatstein, owner of the Showboat Hotel and other area sites…

There are several municipal parking lots near the boardwalk, as well as downtown parking lots.

“The only place to go is upstairs,” Levchuk said. At the same time, he said, the city should not plan for a structure that is too tall, in order to reduce the potential impact on neighborhoods. In the long term, it’s open to building more than one garage, Levchuk said, but added the city should start with one, placed to have the biggest impact.

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Cleveland Hopkins Airport parking garage set to undergo $ 5 million repairs

CLEVELAND, Ohio – Cleveland Hopkins International Airport is planning nearly $ 5 million in repairs to the facility’s smart parking garage in early 2022.

With 4,240 spaces, the garage is the largest car park at the airport. It has undergone a series of repairs in recent years to consolidate the structure, which was built in the mid-1990s.

Airport manager Robert Kennedy said the project is expected to go to tender early next year. “We decided that we could keep putting a bandage on it, or we could fix it,” he said.

He said the garage is inspected monthly and remains safe to use. About 200 places are currently out of service to prevent further deterioration.

The garage will remain open during repairs next year. The airport has allocated $ 4.9 million for the work.

Airport planning and engineering chief Dennis Kramer said scheduled repairs to the garage are expected to extend its life by about 20 years – that’s when it’s expected to replace it as part of a long-term plan to rebuild much of the airport.

The airport recently completed a federally mandated master plan process, which includes a capital investment of $ 2 billion for the facility over the next 20 years or so. The replacement of the parking garage is described in one of the subsequent phases, which are scheduled to increase the growth in the number of passengers.

The earlier phases of the master plan improvements require a substantial reconstruction of the aging airport terminal. Work on these earlier phases is expected to begin once passenger numbers at the airport recover from the slowdown caused by the coronavirus pandemic.

Read more: The $ 2 billion plan to rebuild Cleveland Hopkins International Airport includes four new halls, the I-71 interchange, more

Cleveland Hopkins predicts Thanksgiving air traffic will overtake 2019, so get to the airport early

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Interesting building in the parking garage of downtown Kalispell

December 15 — Kalispell City Council plans to vote on a downtown parking structure project at its first meeting of the New Year on January 3.

In a working session Monday, council gathered public comment and discussed a proposal to build a parking structure in the city-owned parking lot at First Street and First Avenue West.

The car park is part of Montana Hotel Dev Partners’ proposal to build a boutique hotel in downtown Kalispell. The Charles Hotel would be set up at Third Street West and Main Street, and the proposed parking structure would replace the parking spaces that would disappear to make way for the hotel.

The city approved Montana Hotel Dev Partners LLC’s proposal for the $ 47 million project in September, but exact plans have yet to be finalized.

The car park, as currently envisaged, would contain 250 spaces in total: 90 rented for hotel guests, 112 to replace the spaces displaced by the hotel and 48 additional spaces.

The parking structure is expected to cost around $ 7 million. Additional tax funding, including funds generated by the hotel, would be used to finance the parking structure.

Once built, the parking lot would belong to the city.

HOWEVER, SOME Board members raised concerns on Monday about the funding mechanism for the proposed project.

Council member Sid Daoud, a staunch opponent of government funding, reiterated his disapproval of the Tax Increment Financing District and the concept of government ownership.

“I’m not a fan of this whole process,” Daoud said.

He came up with a solution that could make the project more “palatable” to critics like himself – by adding housing to the plans for the parking lot structure.

Karlene Kohr, a neighboring landlord, supported Daoud’s suggestion during the public comment period of the working session. Kohr has opposed the project since the developer responded to the city’s request for proposals, and she redoubled her concerns about the impacts of construction on the historic buildings on Main Street during the working session. But she was more supportive of a vision for the parking structure that would include housing.

Further concerns about the plans were raised by board member Tim Kluesner, who suspected the calculations estimating the taxes that would be generated by the hotel were inaccurate. He turned to the example of the Hilton Garden Inn to explain a possible shortfall in the city’s tax generation forecast for the project.

Bill Goldberg, one of the developers behind Montana Hotel Dev Partners LLC, said he’s been told the Charles Hotel will generate around $ 1 million in taxes each year.

In addition, City Manager Doug Russell explained that the city would not be “responsible” for the one-off costs if the hotel underperforms on tax generation. The city would simply agree to pay the additional funding generated by the project to the project developer, regardless of the final amount.

Despite these concerns about the project, there was a lot of support during the working session for a downtown parking structure. Several people spoke of the long-standing interest in developing a parking lot in downtown Kalispell.

“Our biggest problem downtown is long-term employee parking,” said planning director Jarod Nygren.

Journalist Bret Anne Serbin can be reached at 406-758-4459 or [email protected]

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Building of interest in the parking garage of downtown Kalispell


Kalispell City Council plans to vote on a downtown parking structure project at its first meeting of the New Year on January 3.

In a working session Monday, council gathered public comment and discussed a proposal to build a parking structure in the city-owned parking lot at First Street and First Avenue West.

The car park is part of Montana Hotel Dev Partners’ proposal to build a boutique hotel in downtown Kalispell. The Charles Hotel would be set up at Third Street West and Main Street, and the proposed parking structure would replace the parking spaces that would disappear to make way for the hotel.

The city approved Montana Hotel Dev Partners LLC’s proposal for the $ 47 million project in September, but exact plans have yet to be finalized.

The car park, as currently envisaged, would contain 250 spaces in total: 90 rented for hotel guests, 112 to replace the spaces displaced by the hotel and 48 additional spaces.

The parking structure is expected to cost around $ 7 million. Additional tax funding, including funds generated by the hotel, would be used to finance the parking structure.

Once built, the parking lot would belong to the city.

HOWEVER, SOME On Monday, council members raised concerns about the financing mechanism for the proposed project.

Council member Sid Daoud, a staunch opponent of government funding, reiterated his disapproval of the Tax Increment Financing District and the concept of government ownership.

“I’m not a fan of this whole process,” Daoud said.

He came up with a solution that could make the project more “palatable” to critics like himself – by adding housing to the plans for the parking lot structure.

Karlene Kohr, a neighboring landlord, supported Daoud’s suggestion during the public comment period of the working session. Kohr has opposed the project since the developer responded to the city’s request for proposals, and she redoubled her concerns about the construction’s impacts on historic Main Street buildings during the working session. But she was more supportive of a vision for the parking structure that would include housing.

Further concerns about the plans were raised by board member Tim Kluesner, who suspected the calculations estimating the taxes that would be generated by the hotel were inaccurate. He turned to the example of the Hilton Garden Inn to explain a possible shortfall in the city’s tax generation forecast for the project.

Bill Goldberg, one of the developers behind Montana Hotel Dev Partners LLC, said he’s been told the Charles Hotel will generate around $ 1 million in taxes each year.

In addition, City Manager Doug Russell explained that the city would not be “responsible” for the one-off costs if the hotel underperforms on tax generation. The city would simply agree to pay the additional funding generated by the project to the project developer, regardless of the final amount.

Despite these concerns about the project, there was a lot of support during the working session for a downtown parking structure. Several people spoke of the long-standing interest in developing a parking lot in downtown Kalispell.

“Our biggest problem downtown is long-term employee parking,” said planning director Jarod Nygren.

Journalist Bret Anne Serbin can be reached at 406-758-4459 or [email protected]

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New Pittsburgh Legislation Says Designated Bike Lanes Are Not Potential Parking Spaces

Pittsburgh has more than 60 miles of designated bike pathsa number that officials hope increase considerably in the next few years, because helping more people find car-free ways to get where they need to go is a long-term the objective of elected municipal officials. However, it’s not uncommon to find a car or truck – or several – parked in lanes meant for people on bikes and other low-speed modes of travel like stand-up scooters.

Vehicles parked or idling in bike lanes are “a clear problem and a clear safety concern,” said Eric Boerer, advocacy director for Bike Pittsburgh.

But solving the problem turned out to be more obscure.

“I’m like, ‘OK, well, we’ll just contact law enforcement and it’ll be easy, and that’s okay,'” Councilor Bobby Wilson said. “Turns out it’s a bigger lift than we think.”

Pennsylvania law prohibits blocking a lane of traffic, which includes bike lanes, but the rule simply isn’t in Pittsburgh’s municipal code.

“Right now, if the police are going to cite [someone parked in a bike lane] they would like to see a no parking sign right next to the bike path,” Wilson said.

Instead of spending taxpayers’ money installing hundreds of new no-parking signs, Wilson decided to simply add “in a bike lane” to the list of places drivers can’t stop, stand or park under applicable municipal regulations.

Road safety depends on predictability; bike lanes are designed so that drivers and cyclists can reliably anticipate the movements of others, Boerer said. But when someone blocks a bike lane, “it forces cyclists out of the bike lane into traffic, and people don’t expect that,” he said. “It kind of screws up the whole system.”

This is especially true in recently installed bike lanes that travel against the current, such as on Forbes Avenue in Oakland, Boerer said. If cyclists have to exit a bike lane to avoid a vehicle, they face oncoming traffic.

Boerer added that when people park vehicles in bike lanes, it leads to negative feelings and confrontations, “and we just want to get away from that.” He hopes that, if passed, the legislation will clear up confusion about where people can and cannot park. The organization has conducted bike lane assessments and found that some lanes are blocked 25-50% of the time.

“It doesn’t make sense to go and spend taxpayers’ money investing in bike lanes if we don’t make sure the people who use them have access to them,” Wilson said.

The legislation, which the council passed unanimously on Tuesday, would not apply to paratransit vehicles that pick up or drop off passengers. If there is a section of the street where parking in a bike lane is sometimes critical, people can ask the Ministry of Mobility and Infrastructure for an exception and signage.

Wilson said the city generally relies heavily on police to enforce traffic rules, but parking violations really should be the Pittsburgh Parking Authority’s responsibility. Wilson said he’s had conversations with agency management that agree that if agents issue tickets for expired meters, then “we want you to follow up and do everything,” and cite others violations, such as parking in crosswalks or in cycle lanes. .

“Parking in a bike lane is dangerous, don’t do it, cut it off,” Wilson said. “Do better. And everything will be fine.”

Updated: December 7, 2021 at 3:05 p.m. EST

This story has been updated to reflect the passing of the proposal at City Council on Tuesday, December 7, 2021.

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Luton Council boss receives ‘extremely hostile’ reception for car park cuts ‘which will kill business’

The chief executive of Luton Council received a hostile reception from business owners angry at parking cuts, during a trip to High Town.

Robin Porter had visited the conservation area along High Town Road last week after business bosses said plans to drastically reduce their parking spaces for a new housing estate would drive away shoppers.

Estate agent Mohammed Shahid said Mr Porter faced angry shopkeepers.

Barriers around the Ville Haute car park

“It was extremely hostile,” he said. “Business people feel very disappointed.”

He has now started a petition in the area calling on the council to rethink its plans to remove 28 public parking spaces, which businesses fear will drive away customers who cannot park. Merchants will be left with only 12 places for themselves and the customers they say.

“We were not consulted on the plan,” he said. “We were all taken by surprise.

“All businesses have been closed during the shutdowns and some are barely surviving. The loss of parking closes a lifeline, they will close.”

The warning of advice to traders

Mr Shadid said since parking spaces were removed to accommodate a new development of flats, there has been chaos on the road, with people parking in yellow lines or on the pavement.

“The parking lot has been around for 45 years,” he said. “We all have to find somewhere else to park. The general manager has witnessed chaos in the area with people parking on double yellow lines.”

Dorota Bodniewicz lives and works in High Town and said: “It’s ridiculous what’s happened here. They’re literally killing businesses as customers struggle to park. They’re just killing the area.

“The council is keeping its fingers crossed that we get used to it.”

Twenty-eight places were lost

The petition states: “Luton City Council has failed to properly consider the impact of the loss of these car parks and has made no proposals regarding alternative parking arrangements.

“The construction process has already started and is progressing rapidly. This will significantly reduce the level of on-street parking in the area, but will also remove the vast majority of long-term parking in the High Town Road commercial area.

“This long-term parking lot is used by both local residents and people who work in businesses and shops in the upper town. This change will also impact people with reduced mobility and parents with strollers who again rely on the ability to park closer to the store or business they are visiting.”

And he calls on the council to rethink the situation. “We are asking the Upper Town Councilors and the Chief Executive of Luton Council to reconsider LBC’s decision and retain this vital parking resource on High Town Rd / Brunswick Street. Alternatively, to allocate an appropriate number of spaces to accommodate relocation within the local (High Town Road, Brunswick Street and Back Street) at a distance equal to that of the existing Brunswick Street car park.

A council spokesperson said: “The council is committed to investing in redundant sites across Luton to meet the needs of residents. In High Town in particular, we have recently invested £275,000 in improving street lighting and additional funds to facilitate public realm improvements at the junction of High Town Road and Burr Street.

“The new High Town development supplied by Foxhall Homes on the former Taylor Street car park, will improve the area and provide large family homes, which are rare in Luton. There will be 23 homes for sale between individuals and nine homes for rent affordable..

“As part of our aim to make Luton a carbon neutral city by 2040, we are committed to encouraging the use of local facilities that are easily accessible on foot or by bike and believe this development will benefit retailers across the area as it will bring new buyers to the locality.

“Once the work in progress is complete, there will be 12 spaces for public use, accessible from Brunswick Street and the 27 spaces, accessible via Back Street, for private parking.

“There are other pay and display car parks on Wenlock Street and Hitchin Road within a few minutes walk. There is a full bus service and a mainline rail station less than 0.2 mile away.

“We continue to work and engage with local businesses, not just in the Upper Town but across Luton, to achieve our Luton 2040 goal of having a city where everyone thrives and no one lives in poverty.”

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Parking garage problem progresses despite mayor’s call to slow down | Local News

LACONIA – Plans for a multi-million dollar upgrade to the city’s downtown parking lot are advancing. But if this project will prove to be the best long-term solution, spirits were heated at Monday’s city council meeting.

The city council voted unanimously to allow a design office to develop more detailed plans to correct the structural problems that forced the closure of much of the structure and to make the facility more user-friendly. Once completed, downtown businesses, property owners and members of the general public will have the opportunity to comment on the plans and make suggestions starting next month.

But ahead of the vote, Mayor Andrew Hosmer said any work on the 50-year-old parking lot should wait until there has been a thorough study of the parking situation in the city center to determine whether the cost of upgrading Garage level – estimated at $ 6 million – would be a good investment and part of a good long-term solution to parking problems downtown.

The council concluded in previous meetings that due to the resumption of commercial activity in the city center, restoring the parking garage to its full capacity of 250 vehicles has become an urgent priority. At present, only around 110 spaces are usable. The others are closed for security reasons.

Hosmer said what he deemed necessary was a comprehensive study of overall downtown parking needs, including up-to-date traffic studies, hiring of consultants who specialize in parking issues and design. , and obtaining new cost estimates for alternatives to repairing the parking garage, such as building a brand new parking structure in a different location.

He said he believed the council was taking a piecemeal approach to the parking issue and that there had not been enough outreach to downtown business owners to get their opinion on the best solution. to the parking problem.

“I have reservations,” Hosmer said of the board’s preferred direction. “I think we should recruit the right people and guide the city through this process. “

Several advisers quickly pushed back.

“This is just the start of the process,” said Councilor Bob Hamel, chair of the council’s land and buildings committee, who had previously met with engineer Bob Durfee of Dubois and King, and architect Peter Stewart. . Hamel assured Hosmer that the public, including those with a vested interest in the city center, would be consulted on what they think of any changes that may be proposed to the parking lot.

“We started this long enough,” Hamel added, noting that the engineering and architectural studies for the garage modernization had started several years ago, to be suspended in 2016. “We did studies. At the moment, we can fix it.

Councilor Henry Lipman was even more blunt, criticizing Hosmer for “ambushing” the council by calling for a slower approach.

“It is not fair to drop this bomb on us. It’s a low blow, “he said, adding:” Mayor Ed Engler wouldn’t have done that. “

Hosmer bristled at Lipman’s remark and said the adviser was out of order.

The owner of a downtown business, Bree Neal, told council she wants the city to look at parking issues in the city center in general.

“I want to see more vision and creativity so that we can solve the parking problem as a whole and not just the garage,” she said.

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Parking spaces

15 parking spaces at Long Beach City College to reserve for homeless students

Long Beach City College has launched a pilot program to designate safe overnight parking for students living in their cars, an initiative designed to give the most vulnerable people some semblance of emergency help.

From 10:00 p.m. to 7:00 a.m., up to 15 students will be able to park in a campus car park under the supervision of security guards and have access to Wi-Fi, electricity and toilets, and from 6:00 a.m. to 8:00 a.m., have access to campus showers. Two students – who refused to speak – signed up. Nine others applied.

The effort is the first step in providing immediate help to community college students who live in cars. About 68 students have been identified to date. According to Safe Parking LA, an organization that will serve as a consultant for the college’s program, more than 15,700 people in Los Angeles County live in their vehicles every night.

The program also reflects the deep need of many students in Long Beach City and beyond seeking higher education amidst many hardships.

“It’s not just meant to be a long-term solution for students,” said Long Beach Community College Acting District Superintendent Mike Munoz. “All students who participate in the Safe Parking program can receive case management services through our Basic Needs Office. We are looking for ways to get them out of homelessness.

The LBCC said at least 199 students have identified themselves, through a request for emergency student aid funds, as chronically homeless, meaning they have been homeless for more than a year. year.

About 1,000 of the 20,000 students who responded to a pre-enrollment survey have not had stable or permanent accommodation at some point in the past five months. About 3,000 said they had difficulty paying their bills, including rent, in the past six months.

The program was strongly inspired by a California Assembly Bill, who died in the state Senate last year, which had offered a statewide overnight parking program for homeless students across California Community Colleges’ 116 campus system. The bill failed in large part because of liability issues and funding issues.

Munoz, however, supported the intentions of the bill and felt that some form of temporary emergency assistance – even a safe parking space – was needed.

“I think it will take courageous schools,” he said, noting that additional concerns about the unsuccessful bill among community college leaders centered on security issues.

Munoz described the parking program as part of a multi-pronged approach to help students tackle homelessness now and in the future.

“We need to have a strategy for the students who are in this housing crisis,” he said. “Safe parking is that short-term answer for students with precarious housing who need help now. “

A middle ground solution would expand partnerships with nonprofits Jovenes and Economic Roundtable, which help homeless students find housing. The long-term solution would be to build affordable housing in two or three years.

LBCC officials ask students looking for a place to complete an emergency aid application and be enrolled in at least nine units of the college. Students must also have up-to-date car registration and insurance, a requirement that may be a barrier for some, Munoz said.

Patricia Lopez, 34, is one of the LBCC students who have experienced homelessness. After fleeing domestic violence in December, she and her 12-year-old daughter spent months living in their car or a friend’s campervan without electricity and surfing on the couch at various friends’ homes – all the while continuing to work and take courses like her. girl did distance learning.

“It was a testing time in my life,” Lopez said. “I couldn’t afford to take a shower, I didn’t have groceries, I couldn’t cook,” she said, adding that all of her and her daughter’s belongings were still in their car.

She struggled to do better for her daughter, but felt inadequate and unmotivated.

When she found herself depressed last semester, she told a teacher that she was struggling. The teacher introduced her to the LBCC’s basic needs staff, who helped her with groceries and hygiene products and put her in touch with Jovenes. With the help of the organization, Lopez and her daughter were able to move into an apartment at the end of July.

“It was a breath of fresh air.”

She believes that an overnight parking program like LBCC’s could provide some stability for students who have found themselves in situations like hers.

The LBCC’s program will be evaluated at the end of June, Munoz said. Munoz is hoping that the data collected on the program, which took place as a result of the board’s discussions around the Assembly bill, could inspire other colleges to launch similar initiatives.

Data on student homelessness was not regularly tracked before the COVID-19 pandemic, Munoz said, but Latino and black students were disproportionately affected.

A last year’s report from the Center for School Transformation at UCLA found that homelessness for K-12 students and those at the University of California, California State University, and the community college system increased by 50% over the past year decade, the pandemic being seen as a key factor. The study found that one in five community college students were homeless.

In LA County, 74% of homeless students were Latino and 12% were black.

For students like Lopez, housing security has made a huge difference to her and her daughter.

“We used to live in a motorhome with no electricity, no water, no toilet – my baby was dirty. I don’t ever want to do this to him again. She is too precious for this world, ”she said through tears.

Lopez never considered dropping out of school. In previous years, she had struggled with health issues and a drug problem. When she finally enrolled in college in 2019 with financial assistance from CalWorks, she maintained a GPA of 3.6.

“I believe education should come first because knowledge is power – no one wants to hire you without [an associate of arts degree]. Having an education is really important to me, more than having a job, ”she said. “Because if I work at McDonald’s for the rest of my life, where do I go?” “

Lopez will graduate at the end of the next semester and plans to become a drug and alcohol counselor. She plans to earn her Bachelor of Arts in Social Work.

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Norfolk International Airport opens huge parking lot for travelers, guests and employees

NORFOLK, Va. (WAVY) – There is new parking at Norfolk International Airport for travelers, employees and guests.

The newly constructed garage D contains 3,208 daily (long-term) parking spaces. The garage took about 2 years to build at a cost of $ 68 million.

Garage D is a 1,113,000 square foot poured-in-place concrete parking structure on nine levels with double-thread helical entry and exit ramps. Construction crews used a total of 42,000 cubic yards of concrete and 2,600 tonnes of rebar to build the garage which is lit by 700 energy-saving LED lights.

The airport has relocated the daily east parking lot as well as the employee parking lot formerly located on Robin Hood Road, eliminating costly shuttle bus trips.

The number of parking spaces per floor is available in garages A and D. With the addition of garage D, four garages are now connected to the ORF arrivals terminal, connecting vehicles and airline doors.

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Parking spaces

St. Pete’s Streetside Eating Places Become Parking Lots Again

This is your last chance to enjoy street food in St. Pete. After today, most of the city’s temporary curbside food courts will revert to parking lots.

At the start of the COVID-19 pandemic, the city allowed restaurants to use parking lots to set up additional outdoor tables. The program was a great success; neighbors say they love the extra outdoor seating and some restaurants say they’ve even had to hire more staff just to cope with all the extra customers.

But not all businesses along Central and Beach liked the loss of parking spaces. Mayor Rick Kriseman said last month that 61% of businesses had asked to return to normal and let parking spaces be parking spaces.

The special program was due to expire on Monday and the city decided not to extend it again.

PREVIOUS: St. Pete ditches outdoor dining to make room for cars

Fewer than two dozen restaurants still use the special permits that allow them to set up shop on the street, and these businesses don’t want to give it up. The Bandit Coffee on Central Ave started a change.org petition to try to convince city leaders to reconsider, totaling nearly 1,300 signatures.

The city says it is currently working on a proposal for a long-term permanent program.

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Parking spaces

Restaurant St. Pete nixes in the parking spaces

ST. PETERSBURG – The Town of St. Pete will no longer allow restaurants to keep tables in parking spaces, effective October 18.


What would you like to know

  • Companies were told last week that the program would end in mid-October
  • Bandit Coffee on Central Avenue launched a changer.org petition in order to get the city to reconsider.
  • The city is considering a long-term solution, but it would not include the concrete barriers
  • More Pinellas County Titles

According to Ben Kirby, a city spokesperson, the concrete barriers marked “Restart St. Pete” will be removed later this month. These barriers were placed in front of nearly two dozen restaurants last year to allow more outdoor seating amid the pandemic.

Businesses were told last week that the program would end in mid-October and that they would have to withdraw their tables.

The city sent surveys to 914 downtown business owners in July asking for their opinions at the tables across the street. They received 18 responses and Kirby said 61% of those businesses were not happy with the tables that cut off the parking lot.

Bandit Coffee on Central Avenue launched a changer.org petition in order to get the city to reconsider. The top of their petition states that “The city has not asked or interviewed small businesses or citizens for comment regarding this measure. This is our chance to let them know how we feel.

The owner of The Lure, also located on Central Avenue, said the city had not asked them for their opinion either. Or if they did, they never saw the email or the notice.

“Just having fewer seats for people will definitely hurt our business a bit. I mean I enjoyed what we have here, ”said owner Tom Golden.

Kirby said the city is considering a long-term solution, but that it will not include the concrete barriers.

“We are currently working on a long-term, permanent program proposal, which will involve establishing minimum design standards, annual license fees and location criteria,” he wrote in an email to Spectrum Bay News 9.

It’s something Golden says he would definitely consider, and he understands why some companies want to reclaim additional parking.

“There is always the flip side in every situation and there is one in this one,” he said.

Tables are still permitted on the sidewalk in various areas of the city center.

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Amid declining revenues, city modernizes parking structures

(TNS) – With fewer people parking downtown due to COVID-19, new technologies will be added to city parking lots that officials say should be more convenient for drivers.

“We’re getting totally modern,” said Debbie Pacific, director of the Danbury Parking Authority, a quasi-municipal agency in charge of downtown garages, meters and public land.

The barriers at the Patriot and Bardo garages will be removed. Instead of paying an attendant, drivers will enter their license plate and payment into a kiosk or new mobile app. The cameras will recognize the license plate of license holders, who will not need to use the kiosk or the app. Bollards will be installed for on-street parking, the mayor said.


Danbury City Council was due to discuss at its Thursday meeting changes to the parking ordinances to reflect the new technology.

The city included $ 100,000 in its approved capital budget for the project, with the authority contributing an additional $ 10,000. Pacific expects the new technology to go live by November 1.

“In the long run, it will also help us generate more income,” she said.

Parking revenues have been hit due to the coronavirus pandemic, with fewer people heading downtown to shop, eat and work, she said. Pacific estimated that the number of monthly permits fell by 25 to 30 percent.

“As soon as we felt things were starting to go up we got the new delta variant and that set us back a bit,” Pacific said. “We remain hopeful. We are always waiting for things to change.

Revenue fell 24% from $ 200,000 from June 2020 to June 2021, she said. The authority also cut salaries by about as much, she said.

Some employees were put on leave at the start of the pandemic, with staff, including Pacific, taking reduced hours and pay. Only two employees are returning full time, she said. Employees always have their benefits.

The authority has grown from 16 pre-COVID employees to nine, with a few retiring and some part-time workers finding other jobs, she said.

The garages have been operating on reduced hours due to reduced staff, but new technology should allow them to be open 24/7, Pacific said. The plan is to always have security in the garages.

“We’re just going to look and see if we need someone and where we need them,” she said.

Danbury will continue to use the ParkMobile app for street parking.

“So many people know him and he’s really accepted all over the country,” Pacific said.

The rates will remain the same, with parking lots being charged $ 1.50 per hour. The permit rate is $ 55 per month.

Downtown life

The Mayor and CityCenter Danbury, the organization that supports the downtown business district, are excited about the new technology.

“This feature will be something that will move Danbury forward,” said Angela Wong, Executive Director of CityCenter.

Life in the city center is slowly returning to normal as residents return to shopping and dining, she said. She doesn’t expect COVID to have a long-term effect on downtown or the parking lot.

“People are very anxious to get back to what they are used to,” said Wong.

The new downtown sidewalks are designed to attract customers and businesses to the downtown area. The first phase of this streetscape project is expected to be completed this month.

“I think it’s working exceptionally well,” said Mayor Joe Cavo. “I have no doubt it will be done in time, if not sooner.”

Pacific said she hopes the effect of COVID on parking will be temporary. Some parking lots started returning to Metro-North station grounds last month, she said.

“People are feeling a little bit comfortable working from home and staying home and shopping from home, but I think it’s going to be short lived,” she said. “I think we want to be in public. We want to get back to normal life, so hopefully things will work out soon. “

© 2021 The News-Times (Danbury, Connecticut). Distributed by Tribune Content Agency, LLC.

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Columbia Gets Security Update Offer For Parking Lot Known For Suicides

On the same day, a suicide occurred in downtown Fifth and Walnut Parking Garage, the city of Columbia calling for tenders for safety measures to help prevent them.

The nomination process has been expedited, with the nomination period ending on Thursday, city spokesman Sydney Olsen wrote in an email to the Tribune.

The city received an offer.

In October 2020, Columbia City Council held a special hearing regarding suicide prevention measures for the parking lot first built in 2011. Since its construction, there have been more than half a dozen suicides in the structure.

The city had also researched prevention options in 2019.

Council allocated $ 300,000 to the project following the October hearing of last year.

An organizer posted a community petition online shortly after the September 1 suicide, imploring the city to act to improve garage security. As of Friday, it had 1,063 signatures out of a target of 10,000 signatures. Of those who signed, 699 were from Colombia.

Following: Petition renews calls for updated safety measures at Fifth and Walnut garages in Columbia after recent suicide

“The petition calling for safety measures emphasizes the importance of the city continuing its efforts to modify the garage in the most efficient way possible,” Olsen wrote. “The city is committed to making improvements to the garage while working with our community partners to ensure we have safe facilities.

Temporary measures taken

Besides the week-long tender, the last action taken by the city council on security measures was in July, when the council authorized the construction and the tender through the purchasing division. from the city.

The reason for the delay between appropriation, construction authorization and tender is linked to the COVID-19 pandemic, Olsen wrote.

“During the pandemic, supplies were very limited for items like steel, making it difficult to get things like custom samples for this project,” she wrote. “The pandemic also had an impact on the ability of project partners, such as engineers and the consulting firm, to travel to Colombia to see the structure and engage with the public. “

In the meantime, the city is working on the installation of temporary barricades on levels eight and nine of the parking lot.

One of the barrier styles offered for Fifth and Walnut parking garages is an Aegis II High Security Industrial Ornamental Fence.

The garage security improvements will come in two phases, Olsen wrote. The first will be the installation of fencing on the upper level.

Fences and other barriers can help prevent a person from committing suicide, says Jill Harkavy-Friedman, vice president of research for the American Foundation for Suicide Prevention.

“The barriers give time. It gives the crisis time to slow down a bit so the person can think a bit more,” Harkavy-Friedman told the Tribune in 2019.

An attachment to the July 6 city council agenda provides an example of what the fence might look like. The construction and tender authorization was first read on July 6 and was approved through the consent agenda on July 19.

The next step will be to install steel panels on the windows of the upper levels of the garage.

“With the two phases of the project, the city is striving to implement the best long-term solution that provides optimum security,” Olsen wrote.

The city’s public works department budgeted an additional $ 300,000 for fiscal 2022 “as a safety net to increase costs during the pandemic,” she added.

Crisis resources

There are a growing number of resources available for people experiencing a mental health crisis.

A national resource is the National Suicide Prevention Lifeline at 1-800-273-8255, which is always open and includes a specific option for veterans.

The central Missouri crisis line is 1-800-395-2132, also monitored 24 hours a day.

There are additional resources through the Missouri Department of Mental Health.

Burrell Behavioral Health announced to the Columbia Chamber of Commerce on August 11 its goal of opening a crisis mental health and addiction center in Colombia in partnership with Phoenix Programs.  Columbia's city council planned to allocate $ 3 million in US bailout funds to establish the facility at its August 19 budget meeting.

Burrell Behavioral Health and Phoenix Programs announced last month their partnership to eventually open a 24/7 crisis center in Colombia. The cost of running such a center is estimated at between 2 and 3 million dollars per year.

Following: Community partnerships to open 24/7 crisis center could ease burden on hospitals and law enforcement, officials say

The implementation and success of a crisis center will depend on community and financial support, Burrell President and CEO CJ Davis said last month.

“Burrell has a plan. He has the partnerships. And now what we need to do is get enough civic engagement that we can say, ‘It’s not the Burrell program, it’s the community program,'” he said at the time.

The company promotes measures to prevent driving-related deaths, but “why not mental health and suicide? Mat Gass, president of the Central Burrell region, wrote in a Tribune op-ed last month.

“The most effective model is a walk-in crisis center (think emergency care, but devoted only to behavioral and substance use needs),” he wrote. “These facilities exhibit an interaction between public health and safety systems, including community mental health centers like Burrell Behavioral Health. “

At its August 19 budget meeting, city council planned to allocate $ 3 million in US bailout funds to the crisis center to help create it.

Ongoing community support will also be necessary.

“Yes, behavioral crisis centers are proven lifesavers; they are also prohibitively expensive to operate without a concerted and collaborative community effort, due to the range of services and the 24/7 environment. “Gass wrote last month. “Burrell is ready and willing to work with the city to provide this vital service to the people of central Missouri.”

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Parking spaces

Condo Smarts: parking spaces in the common property cannot be purchased by owners

Dear Tony: Our Condominium Board Chairman recently posted a notice in our building that there are 10 additional parking spaces available for sale at the Condominium Corporation’s rate of $15,000.


Dear Tony: Our Condominium Board Chairman recently posted a notice in our building that there are 10 additional parking spaces available for sale at the Condominium Corporation rate of $15,000.

Our building is five years old and many of us have purchased a parking space from the developer. All parking is presented as common property, so how do we purchase a parking space that is part of our condominium lot and secure for our future use?


Daniella J. Vancouver

When parking is shown as common property on the condominium plan, an owner/purchaser is not purchasing a parking space. In most transactions, this is some sort of license that gives the owner of the condominium lot exclusive use of those identified parking spaces for a prescribed period, usually 99 years.

Parking spaces can also be designated as limited common property by the owner developer, which provides a better definition of security in the process of a future sale of your condominium lot.

Strata companies are essentially in the same position as the owner-developer. They do not sell the common property parking space; they can grant some sort of license in exchange for the long-term allocation of the parking space to the designated strata lot. These types of transactions do not fall within the jurisdiction of the condominium board. The condominium corporation must approve these transactions by a 3/4 vote resolution at a general meeting and may also authorize a material change in the use of the property.

Although this may be an opportunity for the condominium company to raise additional funds, legal advice is essential to ensure that the condominium company and potential buyers clearly understand the implications of the agreement and the allocation of allocation of parking space.

Additional parking spaces can be a substantial added value asset for a condominium lot. Attribution and use are subject to the bylaws and rules of the Company and any agreements or licenses that may have been created by the Proponent Owner. Developers will frequently issue notices to owners of remaining parking lots that are available for transfer or purchase rights. Before you buy, talk to your lawyer to fully understand if the agreements are valid, how spaces are regulated, if there are any limitations or restrictions on conversions to charging stations, how space allocations are transacted at new owners, how the property is designated, whether there is reliable documentation to verify assignments, and whether it is possible to have parking spaces designated on limited common property.

The parking lot designated by the owner-developer as limited common property can only be changed by the condominium corporation by unanimous vote. In new developments, a developer-owner may, at any time before the first annual general meeting of the condominium corporation, amend the condominium plan to designate parking spaces as common property limited to the exclusive use of the owners of lots. condominium in the condominium plan. The developer-owner may amend the condominium plan to designate up to two additional parking spaces as common property limited to the exclusive use of the owners of each condominium lot in the condominium plan. This is the ideal option for condominium lot owners as it secures their purchase/transaction to land documents.

[email protected]


Tony Gioventu is Executive Director of the Condominium Homeowners Association of BC


Covid-19 Notice: As a precautionary measure to avoid the spread of COVID-19, CHOA staff are working remotely and our offices are temporarily closed. We understand that times are tough for condominium corporations and we are here to help. Even though CHOA Advisors work remotely, we are only a phone call or email away and able to help you arrange meetings and prepare notices.

Tuesday Lunch and Learn Live with CHOA: CHOA is hosting a series of webinars once a week for the next few months. Join us every Tuesday as we bring together industry experts to discuss the many issues affecting BC’s strata community. For more information visit our website at choa.bc.ca/seminars/

Please stay safe and healthy.

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Parking garage

New parking lot could arrive at State College, PA

Big parking changes could happen to downtown State College over the next few years.

State College’s oldest parking lot – Pugh Street Garage – could be replaced by 2026, as part of a larger borough parking project currently estimated at $ 46 million over the next five years, over the basis of a first list of priorities which still has to be approved by the borough council. No financial commitment has yet been made and the borough is essentially on the “ground floor” of these first plans.

Yet with these potential plans being publicly discussed (and this list, known as the Capital Improvement Plan, which is due to be adopted by council on August 2), the borough’s future vision for parking at the city ​​center is better targeted.

The improvement plan, which, if adopted as planned, would serve as a guide and not a list of financial commitments, includes $ 5 million set aside for the purchase of a property for parking in 2022 According to Borough spokesperson Doug Shontz, this property could then serve as a replacement site for the Pugh garage or potentially new paved land, since it is also possible that the Pugh garage will be rebuilt on its current site.

The improvement plan also provides for $ 15 million set aside for 2023 and $ 26 million in 2026. Shontz confirmed that these funds are intended to finance parking structures (i.e. a garage and potentially land. paved), in addition to possible emergencies.

“Parking is always in the conversation here whether you’re a visitor, a student or a long-term resident,” Shontz added. “And we are just trying to get out of this pandemic so that we can continue to offer parking at the level requested not only by our residents but also by visitors to the region. they go back to Happy Valley.

The improvement plan does not specifically name the garage on Pugh Street, but public council discussions have repeatedly indicated that the garage is the priority replacement. After all, it was built in 1972 – which is 13 years older than the next oldest garage on Fraser Street – and consultants told the borough as early as 2002 that the garage was nearing its end. and that it should eventually be replaced.

In a March report, Walker Consultants told council that the Pugh Street garage has about 7 to 10 years of useful life left. That same consultant recommended that the borough spend $ 591,000 on maintaining Pugh this year alone.

“We need to replace the Pugh Street parking structure,” Borough Director Tom Fountaine added at Monday’s council meeting.

The borough’s four parking garages combine for a total of 1,563 parking spaces, with the Pugh Street garage accounting for 31% of that, or 491 spaces.

The projected price of $ 46 million for the project makes it the most expensive of the 31 projects in the 2022-2026 Capital Improvement Plan. The remaining 30 projects amount to around $ 85 million, which could be partially offset by state subsidies or other means.

“First, we don’t want the parking structures to fall,” said City Councilor Theresa Lafer. “Second, we don’t want parking structures to be insufficient, which would make it impossible for the continuing and possibly even increasing number of people coming here for various vacations… clearing up.”

Lafer was quick to address residents, however, and stressed that the borough council would not commit to spending more than it can afford. The adoption of the capital improvement plan does not commit funds for these 31 projects; instead, it simply serves as a first step so that budget discussions in the years to come have a foundation from which to start.

“We don’t want to do anything that is going to cost us more than what we have to spend,” City Councilor Evan Myers said. “But we don’t know what it is yet – so it’s kind of like a placeholder.”

Each project in the capital improvement plan is prioritized. The new garage is seen as something the borough “should do” as opposed to “must do” or “could do”. Projects the borough “must do” include maintaining the parking garage, which is expected to cost $ 4.275 million through 2026, and repairing the sinkholes.

The capital improvement plan was first presented to council on May 10, before council met for three public works sessions and two public reviews. The adoption is scheduled for the council meeting at 7 p.m. on August 2.

“The idea is to make sure that we are able to do something to not overload our parking system downtown,” added Shontz.

Josh Moyer received his BA in Journalism from Penn State and his MS from Columbia. He has been involved in sports and news writing for almost 20 years. He’s got the best athlete he’s ever seen like Tecmo Super Bowl’s Bo Jackson.

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UToledo speeds up parking lot demolition after Florida collapse

TOLEDO, Ohio (WTVG) – The University of Toledo is accelerating plans to demolish its parking lots in response to the nationwide conversation within concrete structures following the tragedy of the Surfside Condominium collapse in Florida and recent inspections for annual repairs.

The east and west ramp garages were due to be demolished next year, but demolition is now taking place this summer on garages built in 1976.

On its website, the administration explains that with all car parks, damage caused by de-icing salts, snow removal, winter freezes and exposure to the sun and water affects the life of the structures.

In a statement posted on the university’s website, Jason Toth, senior associate vice president for administration, said, “Garage degradation continues at an accelerated rate compared to what we have seen in recent years. and for the safety of our community on campus, we had to go up our timeline to eliminate them.

As a precaution, the two parking structures will henceforth be replaced by land with paved surfaces. A nonprofit called SP +, from Chicago, will also take over day-to-day operations. The university is expected to spend $ 9 million demolishing the east and west garages, as well as paving, tripping, resurfacing and repairs over the next few years.

“Despite our best efforts to extend the structural integrity of garages, they have reached the end of their useful life. … we are convinced that these short-term drawbacks are necessary for the positive long-term impacts on the University, ”Toth said.

“I never really used the parking garages so it’s not too bad for me. I don’t know a lot of people who use the parking lots, but I’m sure for safety it’s a good idea, ”says Toledo student Molly Ryan.

“I mean, if they wanted to demolish it anyway and it protects everyone, then yeah, I think that’s a good idea,” says Amid Gahadrad, a junior at Toledo.

909 spaces in the east ramp and 750 spaces in the west ramp will be eliminated, but once the garages are removed there will still be over 6,700 parking spaces on the main campus and 4,400 spaces on the health sciences campus . The university says it will also factor in forecasted parking demands based on enrollment and employment trends, it expects to have excess parking spaces.

Copyright 2021 WTVG. All rights reserved.

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Some Albemarle Officials Say Parking Not Necessary To Keep Courts Agreement Intact | Local government

Supervisor Liz Palmer, who has always supported keeping the courts downtown, said she understands city council wants to wait and see parking needs after COVID.

“We were very careful to come up with alternatives because, quite frankly, we didn’t know what the city would look like in the future,” she said. “Today’s board cannot require a future board to do something specific, just like with the supervisory board.”

Palmer said she was concerned about the age of the Market Street Garage and its long-term viability.

“I want more information on the state of the Market Street Garage, what its future is, in order to give preference to alternatives… we need to investigate,” she said.

Almost $ 500,000 was spent by the city in fiscal 2016 to refurbish components of the Market Street garage, including repointing mortar, some brick replacements, ADA upgrades and gasket replacements. vertical expansion.

Supervisors Donna Price and Bea LaPisto-Kirtley both said they were confident that even if the parking garage was not built, the county would still have the parking spaces needed under the deal.

“If the garage is not to be built, before I say whether I prefer door number two or door number three, I want to get advice from county staff who would help me feel better knowing what the circumstances are and the terms today, not what they were when we made the deal in the past, ”Price said.

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For Philly, it’s time to put people before parking spaces

In 1961, when Mayor Richardson Dilworth tried to play with the parking lot, some South Philadelphia residents pelted it with stones. It’s not our best time, but it’s how seriously some drivers take the question of where to put their cars. But that’s 60 years later, and despite major downtown developments – and growing environmental concerns – Philly’s parking wars persist.

Although Mayor Kenney’s budget provides $ 62 million for street sweeping, a positive move, the Philly Parking Warriors have managed to delay his campaign pledge until 2021 because they don’t want to move their cars once a month. This underscores the reluctance of the town hall to move forward on car-related movements. Further evidence: the city council wants to reduce the parking tax, an aid to wealthy parking garage tycoons that incites traffic and congestion. And the streeteries, one of the city’s best innovations during the pandemic, run the risk of being dismantled if the town hall returns to the cumbersome process of the past.

READ MORE: Amazon HQ2 Land May Be Philadelphia’s Post-COVID-19 Revival Playbook | Opinion

The benefits of planning around people rather than cars are clear: a cleaner, more sustainable city, better able to tackle climate change. A stronger public transit system and more residents who feel valued. And as the streeteries show, there are advantages to the trade as well.

Many fear that removing parking spaces will further increase traffic, or that without plentiful parking, visitors will no longer come to the city center. These concerns are understandable, but they have not materialized in the cities that have reallocated spaces. New York’s 14th Street Busway, for example, did not create traffic jams in nearby streets. In Philadelphia, local parking occupancy rates are dropping, despite the downtown area becoming more vibrant and in greater demand than ever.

Cities around the world have shown the benefits of human-centered design. In Seoul, an old two-level highway has been returned to nature, stimulating development and leisure. In Bogotá, Ciclovía closes 120 kilometers of streets to motorized traffic once a week, which the city attributes to creating a more peaceful and egalitarian urban environment. In Paris, the iconic Champs-Élysées, inspiration for our Parkway, will be reoriented to serve pedestrians, rather than traffic. These changes haven’t produced the traffic apocalypse critics fear. Instead, they freed cities to tackle long-term issues like air quality, the urban heat island effect, and flooding. They have boosted the use of public transport and made more residents feel valued.

READ MORE: Philadelphia must deal with return of car as pandemic eases | Inga Safran

Philadelphia should follow in the footsteps of these cities.

City council should reject the parking tax cut and if passed, the mayor should veto it. While the mayor’s decision to finally fund the street cleanup he promised in 2015 is admirable, the Kenney administration should be clear on the timeline for the start of it. Additionally, City Hall is expected to advance other projects that parking issues have hampered in the past, such as adding new downtown bus lanes, building the Philadelphia Protected Bicycle Network, and expanding. of the new, streamlined street permit system.

These movements will not be without opposition from the Philadelphians who appreciate their parking spaces. But our rock-throwing days should be over as we move towards a future that puts people first over parking.

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Parking garage

Amherst councilors support rezoning of downtown parking garage

AMHERST— City Council is laying the groundwork for a private parking garage, or one built in partnership with the city, on a downtown surface lot between North Pleasant and North Prospect streets.

Councilors voted 11-2 Monday in favor of the recommendation to rezone the city-owned portion of the CVS pharmacy parking lot, where there are 70 spaces, after receiving a written appeal to take action from District 4 Councilor Evan. Ross and District 3 Councilors George Ryan and Dorothée Pam.

“The high-profile nature of a parking structure can alleviate the Amherst parking lot perception problem, relieve other parking lots that often reach capacity during peak hours, and relieve the residential streets adjacent to downtown,” wrote the advisers.

District 1 Councilor Sarah Swartz and District 5 Councilor Darcy DuMont voted against the measure.

Under the proposal, 0.68 acre “parcel 14A-33”, as known from assessors’ maps, would be rezoned from general residence to general business. The current land is considered non-compliant with the city’s zoning because the general residence does not allow “commercial or public parking” or a parking garage.

The adjoining land that CVS owns, with several free parking spaces for customers, would not be part of the rezoning.

Ross said the idea is to get a garage with no investment from the city.

“The city would provide the land to a developer, but the developer would put in the money to build and operate the garage themselves,” Ross said.

The vote requires the planning board and community resource committee to hold hearings by July 28, and then submit written recommendations within 21 days of the hearings.

The Amherst Business Improvement District, which has partnered with the city to unveil a Destination Amherst plan that included the possibility of a new downtown parking garage in early 2020, supports the change in zoning.

BID Executive Director Gabrielle Gould said if rezoning was approved and then a request for proposals for a public-private partnership, sometimes called a PPP, began, the hope would be to have a long-term lease. limited to the sole development of a Parking Garage.

“If the city council does this, the BID intends to submit its own proposal to develop a garage in a P3 with the city, funded and operated by the BID with the support of local stakeholders,” said Gould.

Gould said other private entities could apply as well and that it would pick up a long-overdue conversation that will address concerns about parking, development, commerce and rebuilding Amherst after the downtown pandemic.

The only parking structure in Amherst is the 188-space Boltwood Parking Garage, opened in 2002 at a cost of $ 5 million.

Numerous parking studies have been carried out over the years with concerns that mixed-use buildings constructed in the municipal parking district, and not required to provide on-site parking for tenants, create a demand for parking. Boltwood Place, Kendrick Place, and One East Pleasant have all been opened in recent years, and two new buildings with apartments and commercial space on the ground floor are under construction or in the permitting phase at 26 Spring St. and 11 East Pleasant St.

At-Large Councilor Alisa Brewer said she understood the zoning change was concerned that the property could be used for other purposes. But with the city retaining control of the land, Brewer said she couldn’t imagine a circumstance in which a parking lot for renters would be built.

Pam said the stops will play a role in the development process. Residents of North Prospect Street have previously expressed concern about the increase in traffic on the residential street from a garage. DuMont said she is concerned that the city may have to incur expenses even if the city’s money is not used to build a garage.

Scott Merzbach can be reached at [email protected]

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Parking spaces

Philadelphia business owners, residents at odds over city parking spots

PHILADELPHIA (WPVI) – Al fresco dining has been a necessity for businesses and a sense of normalcy for the past 15 months, but some say these temporary structures could create long-term parking problems.

“We want to make it permanent, we want to keep it,” said Erin Callahan, Managing Director of The Plow and the Stars.

Callahan said the expansion of outdoor street dining has been great for his restaurant’s business during the pandemic. However, in the 100 block of Chestnut Street, some of the outdoor dining establishments have reduced one lane of traffic and taken up parking spaces. And parking garages can be expensive.

To keep people coming back to town as more and more people travel again, Visit Philly is sponsoring free parking at the Independence Mall Car Park on Saturdays if you park after 10 a.m. and leave before 7 p.m.

“You will make the reception center your first stop. You will pick up a ticket when you enter the garage, then come to our information desk and buy a ticket worth $ 8 or more, and you park for free, ”said Jennifer Nagle, vice president executive of Independence Visitor Center Corporation.

Some tourists Action News spoke with said it would bring them back to Philadelphia again.

“We saw a parking lot yesterday for $ 37 for about 90 minutes. We were like good golly,” said Parik Patel, of Midland, Texas.

“We walked about 10 blocks here to find a seat. If some of this had been free it would have been a lot easier, especially for older people who can’t walk that distance,” Jatin Patel said. , from Dallas.

Some city residents who rely on on-street parking have said alfresco dining establishments are disrupting their quality of life and would like to see meals pushed back onto sidewalks soon.

“Those igloos up the street take away about four or five parking spaces, and the problem is when the business isn’t open at night, they still occupy the spaces,” said Prince Anthony Thomas, a resident. by Northern Liberties. “So, for residents here, they don’t have spaces and have to park elsewhere. “

As the city begins to ease restrictions on masks, some restaurant managers in the city have told Action News they fear they will lose the street dinner at some point.

A city spokesperson sent Action News a statement regarding alfresco dining in the city.

“Since launching in June 2020, the Philadelphia Outdoor Dining Initiative – launched as a temporary emergency support program – has helped more than 750 restaurants generate much-needed income by providing alfresco dining. , safely. Currently, the Temporary Outdoor / LINE catering program will continue until December 31, 2021, but there may be some adjustments this year.

As we move towards a full reopening, we are having regular discussions with the restaurant business community and looking at the complex issues around what elements of the program will need to be scaled back and what elements of the program might make sense to continue in. the longest term. We have no more to share at this time. ”

Copyright © 2021 WPVI-TV. All rights reserved.

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Uncategorized

Latest e-book takes a look at waterproofing concrete parking structures

The magazine’s sponsored e-book series continues with an overview of waterproofing concrete parking structures.
Photo courtesy of RJC engineers

Owners, engineers and contractors involved in the design, operation, maintenance and restoration of parking garages and building podium decks should understand the role and importance of waterproofing systems in protecting these facilities. When there is a lack of attention to these systems, repair and maintenance costs increase and the expected life suffers.

The methods of protecting parking garages and catwalks have evolved and changed dramatically over the past 30 years. Old ways of thinking and designing have given way to new understandings of deterioration mechanisms and protection needs, some of which are reflected in the new requirements of the Canadian Standards Association (CSA) S413, Parking structures. The better understanding of how moisture and de-icing salts accelerate the deterioration of concrete and steel structures has encouraged growth in this sector. The long-term performance of these buildings is directly related to the effectiveness of the watertight barriers used to prevent contamination by moisture and de-icing salts, as well as the management of salt-laden water entering the building. installation. An article in our latest sponsored eBook looks at waterproofing concrete parking structures.

This waterproofing article, along with two others, can be found in our latest eBook “How to Waterproof Concrete”, a free downloadable resource. To get your copy in pdf or digital format, visit www.constructioncanada.net/ebook/kryton-how-best-to-waterproof-concrete-e-book.

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Parking garage

How parking garage conversions can help fight overbuilding

The excess supply of parking spaces for office buildings continues to be inefficient in terms of capital expenditure and material waste.

I first wrote about the unrealistic parking ratios expected by the real estate brokerage community in 2018. Brokers continue to operate on the principle of protecting the tenants they represent, and CMBS lenders continue to regularly dictate parking requirements that far exceed the current or future needs of corporate office facilities. Four parking spaces per 1,000 rentable square feet of office space is an outdated standard that has resulted in hundreds of thousands of rarely or never used parking spaces.

One of the area’s most successful developers, Granite Properties, has completed a formal study in its Granite Park which continues to serve as a relevant measure and clearly identifies the problem of excessive parking in suburban office buildings. His study found that 2,600 parking spaces at his mixed-use complex had never been used.

BOKA Powell estimates that the order of magnitude of the investment in this unused space is equivalent to just under $ 40 million: 28,000 cubic meters of concrete placed, 144,000 man-hours spent on construction and 819,000 square feet of rigid, single-use concrete structure. Opponents say that as buildings age, the tenant category drops a notch or two, resulting in more office uses at the back of the house (i.e., office space).

But will he do it?

Vertically integrated podium parking

It is likely that after COVID, parking demand trends will continue as they did before, indicating an increased reliance on rental cars, carpooling and the use of public transportation. Autonomous vehicles are likely to become more common over the next decade, and the demand for car parking will decline over time.

So what is the alternative to the single use parking structure?

The solution is to integrate podium parking in high and mid-rise office buildings vertically in its simplest form. Rather than imagine converting parking spaces into offices, imagine building future office base and envelope spaces and use part of the building for parking until those parking spaces are no longer needed.

Office buildings and parking lots are fundamentally different types of occupancy and types of construction. The differences are substantial and include different heights from floor to floor, different live loads (surprisingly offices require 2.5 times the load capacity), floor flatness considerations, ventilation, requirements temperature control, fire extinguishing systems and output requirements.

Ironically, many recently built garages are clad in materials designed to match the office buildings they support, including glass curtain walls, architectural composite metal panels, and architectural precast concrete. Mechanical ventilation of garages in these cases is common.

The more the garage matches the quality of the windows of the office tower, the easier it is to jump while protecting some or all of the parking floors integrated into the integrated structure.

Ideally, individual floors can be decommissioned as parking floors and returned to service as an office from the top of the garage down. Major technical challenges need to be overcome, such as the connectivity of the intermediate parking levels to the external ramps, as shown in the graph. Central cooling installations also need to be designed to accommodate future office conversion and require additional chillers, pumps and fresh air supply. Aftermarket elevator shafts may offer the flexibility to add elevator cabins and machines in conjunction with office floor conversions, or elevator capacity may be overloaded early on (if the number of floors to be converted does not exceed the capacity of the base building’s transport system).

Cost-benefit analysis

In 2020, the initial cost to add a floor of white counters ranged from $ 160 to $ 190 per square foot. The cost of building a conventional podium garage level, clad in materials to match the office building (but without increasing floor to floor height or increasing payload) ranges from $ 90 at $ 110 per square foot. Increasing the garage floor-to-floor height and payload capacity will add $ 20 to $ 30 per square foot. The initial overhead to build a future proof garage level will be $ 60 to $ 70 per square foot.

Therefore, consider the benefit of adding multiple floors of office space over the next decade, where the cost of converting to add bathrooms, ventilation rooms, power distribution, fiber distribution, and access. to elevators is less than $ 60 per square foot, compared to $ 160 to $ 190 per square foot (adjusted for inflation) to build additional office floor space.

If municipalities are serious about reducing the footprint of conventional, rigid and inefficient parking lots, they should consider offering an incentive in the form of tax credits or construction cost subsidies for sustainable garages.

I urge other members of the real estate community to join the fight for the right size parking lots and commit to providing thought leadership and further study to encourage the sustainability of parking structures and minimize the effects. long-term negatives created by overconstruction of the parking lot.

Don Powell is a partner and primary manager of BOKA Powell.

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Parking spaces

Nichols rushes to buy Cherry Creek parking spots in town, complicating redevelopment plans

An entrance to the parking structure at Clayton Lane in Cherry Creek. (BizDen file photo)

The city of Denver sold its share of a parking lot in Cherry Creek – but not to the city council-approved buyer in early 2019.

On June 22, 18 months after city leaders signed a sale of 198 parking spaces in the garage north of Whole Foods to Clayton Lane Investors LLC – which owns the rest of the structure – the city instead sold the places at Nichols Partnership, based in Denver.

The sale complicates long-discussed plans to redevelop the area, and public records show Clayton Lane Investors made a last-minute effort in court to prevent the sale. But it was a failure.

Background

The 198 parking spaces in the center of the case are on the two upper levels of the garage along 2nd Avenue, next to the grocery store.

The city bought the parking spaces in March 2003 for $ 4.7 million, according to public records. Jeff Steinberg, the city’s real estate manager, told city council members in 2018 that the sites had been purchased so the city could rent them cheaply to Cherry Creek retail employees. At the time, the shopping district had few parking meters, so workers parked on the street, making it difficult for shoppers to find a spot.

The idea didn’t work out as well as expected, Steinberg said at the time.

The 198 spaces only include part of the garage. The rest is owned by Clayton Lane Investors, a partnership between Brookfield and Invesco Real Estate. This entity owns a large portion of the property between 1st and 2nd avenues from Josephine Street to Detroit Street. Its holdings include the building used by Whole Foods and the former Sears store, which has been vacant since 2015. The neighborhood is known as Clayton Lane.

Clayton Lane Investors had previously indicated that he wanted to redevelop the site. In 2016, at a national real estate conference in Las Vegas, OliverMcMillan – which Brookfield acquired in 2018 – presented renderings showing a new Whole Foods erected on what is currently the store’s parking lot.

WholeFoods CherryCreek Render

A rendering of the planned Whole Foods. (BizDen file)

In 2018, city staff asked council members to approve the sale of the 198 spaces for $ 6 million to Clayton Lane Investors. Steinberg said the garage was to be demolished as part of the planned redevelopment and that Clayton Lane Investors was to buy back parts of the site that it did not own. A spokesperson for the company disputed this characterization at the time, saying there was “no current plan to demolish the structure” and that the company planned to purchase the spaces so that it could “exploit structure more efficiently “.

The Council approved the agreement on January 2, 2019.

The sale

In the end, the city did not sell the parking spaces to Clayton Lane Investors.

Instead, on June 22, Nichols Partnership, acting as Clayton Street Associates LLC, purchased the spaces for $ 6 million, the same price Clayton Lane had planned to pay, according to public records.

Nichols is a leading Denver development company. The company has developed an office building on Platte Street, where coworking company Galvanize operates, and earlier this year opened a second a short distance away. The company is also planning to redevelop the old Art Institute of Colorado building on Capitol Hill.

Nichols is also the original developer of Clayton Lane and built the parking garage.

The trial

Court documents provide details of what happened between January 2019 and June 22.

On June 15, a week before the sale to Nichols closed, Clayton Lane Investors sued both the company and the city in an attempt to stop the transaction.

The lawsuit indicates that Clayton Lane Investors are still planning to redevelop the area and portray this as something that will significantly benefit the city.

“The redeveloped property will include, among other things,…. residential and new retail and will replace current Whole Foods with state-of-the-art Whole Foods, ”the lawsuit said. “The unsightly surface parking currently on the property will be moved underground as the development will have approximately 1,500 underground parking spaces, which will increase the number of parking spaces at Cherry Creek… In addition, the development includes redevelopment and use of the now vacant building that uses (d) to house Sears.

In the lawsuit, Clayton Lane Investors said the sale did not go through because the city determined that, as part of the deal it acquired the spaces in 2003, if the city wanted to sell the spaces , it was to give Nichols Partnership the first opportunity to purchase them – a concept known as the right of first refusal.

Clayton Lane Investors argued in the lawsuit that the sale to Nichols should not be allowed because, while the board had approved a sale of the spaces to Clayton Lane Investors, the agency had not directly approved a sale to Nichols. And a sale to Nichols would not incentivize a redevelopment that would benefit the city, as Nichols would only own part of the structure.

Brookfield did not respond to a request for comment. Lawyers Lawrence Katz and Jason Spitalnick of Foster Graham Milstein & Calisher represented Clayton Lane Investors in the litigation. Katz did not respond to a request for comment.

The city’s response

In an affidavit filed in court, Josh Laipply, director of projects for the City of Denver, said Clayton Lane Investors was made aware of the right of first refusal in October 2018, prior to council approval of the deal. Clayton Lane said at the time “that they bought all the rights and they will compensate them in a purchase contract,” he said.

Clayton Lane Investors signed a contract to purchase the parking spaces in January 2019, days after the board approved the deal. The purchase contract gave Clayton Lane the responsibility of handling the right of first refusal, Laipply said.

Laipply said the city has granted Clayton Lane Investors 11 extensions lasting about eight months “to resolve issues with” the right of first refusal. But on October 11, 2019, the city told the entity it was unwilling to expand further. Clayton Lane Investors sent a letter terminating the purchase contract that day, he said.

In February 2020, Nichols Partnership “chose to exercise its rights” to purchase the spaces for the $ 6 million that Clayton Lane Investors would have paid, Laipply said.

The deal with Nichols was not submitted to council because, in reality, it had already been approved by city leaders in 2002, when the city initially agreed to purchase the spaces, Laipply said.

Clayton Lane Investors’ argument failed to sway a judge and the deal with Nichols was made on schedule.

Nichols on the case

Randy Nichols

Randy Nichols

Randy Nichols, president and founder of Nichols Partners, told BusinessDen he closed the deal for one simple reason: it was a good deal.

“We had that right of first refusal, and we looked at the price and felt it was a good deal, knowing the cost of building a parking lot in an area like Cherry Creek,” he said.

Nichols said Clayton Lane Investors “was probably unaware” of her company’s right of first refusal when she initially purchased Whole Foods and part of the parking lot because the town spaces were not part of it. ‘OK.

“They did a title search on the property they bought, but had no reason to do a title search on the property they weren’t buying,” he said.

Nichols agreed the city had informed Clayton Lane Investors of the right of first refusal before the deal was presented to council. But he said the company never contacted him about it until the board approved the sale in January 2019.

The deal puts Nichols in a strong position. The garage cannot be demolished unless it agrees to sell its spaces, or some other sort of agreement.

“We did not come to a common understanding on what might happen,” he said. “They would obviously like to control it.”

But Nichols said he’s not the only one Clayton Lane investors need to woo. Whole Foods is in the middle of a long-term lease on its existing building, and as far as he knows, the grocer has not accepted a deal either.

“They have a few different areas that they need to consolidate… They are obviously not ready to move forward,” Nichols said.

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Uncategorized

What are the advantages of prefabricated parking structures?

SAN FRANCISCO—With the possibility of more people driving to cities and workplaces rather than taking public transportation once staggered workforces are given the green light, parking structures will be in greater demand. When considering building a parking structure, how can homeowners determine which type is best for a given project?

Rodney Riddle, Vice President of Parking Structures at McCarthy Building Companies Inc., recently shared his thoughts on the advantages of using pre-engineered deliveries over cast-in-place deliveries.

GlobeSt.com: What is the difference between precast and cast-in-place concrete parking structures?

Screen: When it comes to parking structures, there are three types to consider.

Placing the concrete: These structures are constructed using ready-mixed concrete poured into removable forms on site. High-strength cables in concrete are anchored at the outer edges and tensioned after the concrete has acquired sufficient strength (48 to 72 hours). Post-tensioned concrete is a very common type of concrete structure for parking garages today, especially for those above ground.

Prefabricated double tee: As the name suggests, a prefabricated, prestressed double tee looks like two capital Ts side by side. Panels, stringers, columns and double tees are fabricated off-site and assembled on-site. High-strength tendons in concrete are anchored to the outer edges of concrete forms and prestressed before the concrete is placed, then released once the concrete has acquired sufficient strength. In California, this method requires that a cast-in-place cap slab be placed over the double tee members to create a structural diaphragm and accommodate seismic requirements.

Concrete/precast hybrid: It is a composite structural system that uses the prefabrication process for columns and beams and decks formed and cast in place. Precast beams are bonded to cast-in-place bridges by weaving the bridge reinforcement through the exposed reinforcement casting in the precast beams.

GlobeSt.com: What are the pros/cons of each delivery?

Screen: Delivery of cast-in-place concrete offers the best seismic performance and the lowest cost solution. Its lighter structure equals fewer footings and fewer seams, which minimizes the amount of ongoing maintenance for items such as sealant replacements and reduces overall project lifecycle costs. This option also allows greater flexibility for mechanical, electrical and plumbing/MEP design. On the other end, cast-in-place concrete involves a higher field labor risk and longer construction time with more concrete pour days involved.

Prefabricated double tee structures require a large initial investment for engineering and prefabrication, but construction time can be faster than other types of structures. These structures require less on-site construction time by using most of the labor in a controlled prefabrication plant. Structurally, these buildings involve longer-term maintenance and appear darker from a lighting perspective after completion.

The hybrid option merges the advantages and disadvantages of cast-in-place and pre-engineered deliveries. These structures also require a large initial investment for engineering and prefabrication, but construction time can be slower than other types of structures. For contractors who do not have labor available, these types of structures reduce the amount of labor required on site and instead use labor from the precast plant .

GlobeSt.com: How can owners determine which method is best for a given project?

Screen: It really comes down to evaluating what is considered the best value for the homeowner based on a full understanding of the pros and cons of each type of structure. If lower costs and long-term durability are important, then cast-in-place should be considered a higher value. If construction speed is more important, a pre-engineered double tee option should be considered higher value.

Regardless of the type of structure used, selecting a contractor who performs structural work in their own strength can provide benefits to owners in terms of cost, schedule and quality control of the project.

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Parking facilities

Redesigned parking lots in post-COVID-19 Atlanta

By Maxine Hicks and Andrew Much, DLA Piper

The coronavirus disease 2019 (COVID-19) crisis has profoundly impacted the way we will work, shop and choose to travel by car in the years to come. For example, most of us have now learned to telecommute effectively and have become adept at using home video conferencing. These changes in the way we work and live will have a fundamental impact on Atlanta’s real estate market and will accelerate trends already underway for a reduced need for parking spaces in the city’s core market areas. This article examines the adaptive reuse of parking spaces as the demand for such spaces declines and the trend toward vacant parking spaces accelerates.

The United States has up to two billion parking spaces for approximately 250 million cars. Donald Shoup, a professor in the Department of Urban Planning at UCLA, notes that the total area of ​​parking per car in the United States is now greater than the area of ​​housing per person. Many of these spaces are less likely to be used in the future due to work-from-home trends, e-commerce, increasing urbanization, and the recessionary economic conditions which may make it more difficult for individuals to own, operate and pay to park their vehicle. A number of malls and big-box retailers have already closed or have been significantly affected by changing shopping habits. Planned closures of existing retail, restaurant and hospitality facilities due to current conditions in the coming months are expected to result in additional buildings and associated parking facilities being available for redevelopment. Additionally, ride-sharing services have reduced levels of private car ownership, and a future transition to self-driving vehicles will significantly add to an additional surplus of long-term parking spaces.

Historically, city zoning codes required a minimum number of parking spaces based on property use, contributing to the current parking glut. Atlanta’s zoning code was recently amended to address this issue by limiting (or outright eliminating in some cases) the minimum number of parking spaces and/or instituting parking maximums for certain uses or districts. zoning. The City is also considering parking fees to encourage downtown development and generate revenue for needed infrastructure improvements.

Structured parking lots are generally unsightly and impede urban walking. Such facilities are extremely expensive to develop and maintain, which in some cases can consume up to a third of the total construction costs of the project. Relaxed parking requirements and other regulatory innovations will lead to lower project costs (making future affordable housing projects more economically viable), foster opportunities for innovative project designs, establish more pleasant streetscapes walkable and aesthetic and will create increasingly valuable redevelopment opportunities for developers by converting underutilized housing. spaces to more productive uses.

Parking technologies are already being used to maximize the efficient use of existing facilities, including digital technologies to enable dynamic pricing and the use of sensors and data analytics. Mixed-use projects requiring parking lots use some of these technologies to establish flexible, shared parking regimes. For example, we have already seen car parks developed or otherwise used for sports venues that are not only used for home games, but also serve the needs of nearby retail customers, office tenants and retail tenants. apartments. Such arrangements usually require the thoughtful collaboration of developers, design and engineering teams, as well as lawyers to memorize the arrangement well.

Communities are increasingly converting underutilized parking facilities into valuable assets. Public-private partnerships have succeeded in redeveloping parking lots into complete mixed-use projects such as City Springs in Sandy Springs, much of which has been developed on the former location of a surface parking lot.

Innovative parking projects are underway nationally and internationally, including projects using a flexible design for new terraces through the use of flat floors, higher ceilings and exterior ramps to facilitate their later conversion into usable rental space and the reuse of existing underground garages as “last mile” logistics facilities.

The creative and adaptive reuse of parking lots will remain a key goal for developers and building owners in the years to come. The key for all investors is to stay ahead of these trends and be well positioned for incremental changes as demand for parking spaces declines. There are many opportunities for Atlanta to become a national leader in developing these innovative solutions.

***

Maxine Hicks is location manager for DLA Piper’s real estate practice and global co-chair of infrastructure, construction and transportation. She focuses her practice on real estate development with particular emphasis on large mixed-use and transit-oriented developments, including destinations for stadium, entertainment, hospitality, club and center projects. resort. She is a long-time member of the Urban Land Institute (ULI) and a member of ULI’s Community Development Council.

Andrew Much is a lawyer with DLA Piper and focuses his practice on commercial real estate transactions, with an emphasis on the development, acquisition, disposition, leasing, management and financing of complex mixed-use developments, communities planned, transit-oriented, stadium, hospitality, golf, marina, club and resort developments across North America. He is also a member of the Urban Land Institute.

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Parking spaces

Development of downtown Raleigh means fewer parking spaces, garages

Finding a parking spot in downtown Raleigh will become more difficult this year when two garages are demolished for future development.

But the compression should be temporary.

More parking spaces and garages will open in 2021 and 2022, giving the city more parking than it currently has.

Raleigh City Council was briefed on the downtown parking offer during a meeting on Tuesday.

City officials are hoping to add nearby park-and-ride parking – where people can leave their cars and catch a bus downtown – but the timing and location have yet to be determined.

Raleigh should also consider partnerships with businesses and private organizations to fill the parking gap.

There are 8,000 parking garage spaces, 680 surface parking spaces and 1,550 metered spaces, and the city has approximately 60% of these spaces. This gives the downtown area about 500 more parking spaces than is currently needed to meet demand, said Matthew Currier, Raleigh’s parking manager.

The parking lot at The News & Observer’s former home (near Nash Square) holds around 300 cars, and the Alexander Square parking lot (near the capital) holds around 700. Both will be demolished this year, leaving 500 spaces for short of town. of demand, Currier said.

The first phase of the development of Smokey Hollow is expected to open in 2020, which will add approximately 1,000 spaces. But these spaces are closer to Glenwood South and not in the central part of downtown.

Then in 2021, the city should see a surplus of nearly 3,000 parking spaces with the addition of parking lots at 2 Glenwood, Smokey Hollow phase two and 301 Hillsborough.

This surplus increases to more than 7,000 spaces compared to current demand with the addition of the 400H building, the Nexus, 121 Fayetteville and the development on Carbarrus Street.

In the long term, the city may consider selling some of its parking lots or redeveloping properties.

Turning these parking garages into pedestrianized urban developments should be a priority for the city, said Jonathon Melton, board member.

Listen to our daily briefing:

This story was originally published 12 March 2020 5.30 pm.

Raleigh News & Observer Related Articles

Anna Johnson covers Raleigh and Wake County for the News & Observer. She has previously covered city government, crime, and business for newspapers across North Carolina and has received numerous North Carolina Press Association awards, including first place for investigative reporting. She is a 2012 alumnus of Elon University.
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Parking spaces

Vero Beach plans to add beachfront parking to help businesses

VERO BEACH — The city wants to add at least 79 parking spaces to the beachfront business district. But there are no plans on how to pay the more than $400,000 it would cost.

It’s time for the city to support its waterfront businesses, Councilman Joe Graves said Tuesday.

Last month, parking consultant David Taxman of Kimley-Horn recommended adding spaces along existing streets in the business district by changing the curb design.

The city engaged Kimley-Horn to study the waterfront parking situation and come up with solutions, ranging from the short-term addition of spaces and approximately 110 spaces at the central medians to the long-term construction of a car park.

Continued:Vero businesses by the sea want parking solutions, advocate for street parking

Continued:Vero Beach City Council ready to start paying for beachfront parking solutions

Beachfront business owners are upset the city has yet to do anything to help with parking, Graves said.

“These people are trying to start a business, and it’s a high-rent neighborhood,” Graves said. “The flow of customers into establishments is very, very important. I think as a council, that’s something we can do that our consultant thinks solves the problem in the short term.”

The board still has to consider the cost of adding the spaces, estimated at $400,000, and where the money will come from. Project design and planning could cost more, City Manager Monte Falls said.

Adding more space might be the best short-term solution, Councilman Robbie Brackett said.

“It’s a problem that’s not going away,” Brackett said. “We will have to work (on) the funding, but it has to be done.”

Seaside businesses complain that hotel and restaurant workers use the spaces in front of their stores, which inconvenience their customers. The city has moved back and forth between the two-hour and three-hour limits, depending on the season.

Continued:Beachside parking is among solutions proposed in consultant’s $70,000 study for Vero Beach

Continued:Vero Beach City Council seeks to solve beachfront parking problem with engineering study

Want more Treasure Coast news? If you are already a TCPalm subscriber, thank you! If not, please subscribe and help keep the news you want coming.

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Parking spaces

Vancouver will gain 700 parking spaces

Downtown Vancouver is set to gain more than 700 parking spaces over the next three years, in a series of projects that includes corner parking on wide streets and partnerships with private companies to build parking garages.

The city’s parking strategy also includes getting people out of their cars – expanding public transit options, making downtown more walkable, and increasing parking rates.

The plan indicates an inherent tension in creating a parking strategy. How do planners weigh the immediate needs of drivers against the city’s long-term goal of reducing the number of cars?

“It really is a balancing act. We try to ensure that there are enough parking spaces available, convenient and easy to find, but not so much that it interferes with active uses. We don’t want a sea of ​​parking lots that create dead zones,” said Chad Eiken, director of community and economic development.

During a presentation to City Council Monday evening, Parking Manager Steve Kaspan and Eiken presented the city’s six-point strategy to improve parking conditions in downtown Vancouver.

The plan includes maximizing on-street parking, increasing the supply of on- and off-street spaces where possible, increasing monthly and hourly parking rates, encouraging downtown businesses to reducing parking demand, improving visitor wayfinding and working with contractors to build parking structures.

Increase in supply

This summer, some downtown Vancouver streets wide enough to accommodate corner parking spaces will again be striped, replacing them with less efficient parallel parking for a net gain of about 80 spaces.

The change will add 29 parking spaces on West Evergreen Boulevard and 21 on nearby thoroughfares. Another 22 spaces will be added around King Street, and eight more spaces will be added in a short stretch of West 13th Street near Main Street.

Most of these spaces will be for employees who work at nearby businesses rather than buyers or short-term visitors. The work should be completed by the end of the summer.

“This project would definitely help with employee parking demand downtown,” Kaspan said.

A 121-space municipal parking lot, located just west of City Hall, is also scheduled to be completed this summer. The lot would house city employees, who pay $50 a month for permits. A limited number of monthly permit spaces would be open to the general public.

The city is also exploring the possibility of a partnership with the private sector that would turn empty land at 15th and Main streets into a temporary parking lot for use during construction of a new apartment complex at Providence Academy. The construction would displace approximately 176 private parking spaces, and the lot at 15th and Main could accommodate 126 of them.

In the long term, Vancouver envisions large-scale partnerships with private sector companies. A 740-space, seven-storey car park would be seen on Block 7 of The Waterfront Vancouver development, which is slated to open in late 2021.

“Everything is ripe for redevelopment.” said Eiken. “Now that the waterfront has some momentum, studies suggest the time is right to move forward.”

Another proposal, still in its infancy, would build a garage at Terminal 1, owned by the Port of Vancouver, and create more than 900 parking spaces.

In total, Eiken and Kaspan predicted that the city will add 1,067 parking spaces and lose up to 343 over the next few years.

Reduce demand

Beginning January 1, 2020, monthly public parking rates will begin to increase by $5 per year in an effort to bring city surface lot rates in line with private lot rates.

“If we have waiting lists – which we do – then the price is too low,” Kaspan said.

Another solution to reducing downtown parking demand comes in the form of fast electric vans that already contract with companies to transport employees to satellite lots.

The company Rethink Your Drive, or RYD, is launching an app this month and plans to start promoting public use of the service in August. While the company’s fleet of four vehicles would be busy during peak hours, the service would be free and open to the public at noon.

“During the day, as vehicles are available, it would be a free service and they would transport people to where they want to go downtown,” Eiken said.

The parking discussion is both philosophical and practical. While councilors agreed that the growing population of employees, visitors and residents need a place to park their cars, some wondered what prioritizing parking over other land uses would mean for the Vancouver character.

It’s madness, Councilor Ty Stober said, to think of parking as anything other than one of many tools to increase access.

“That’s about it, do I have access to get there?” Parking is one-way,” Stober said.

“I think we’re at a transition point here in the transport system preferences.”

Eiken agreed that the city is at a crossroads. But ultimately people have to get where they’re going, he added.

“We want the parking system to support a livable downtown, an active downtown that is also sustainable. We know that improvements need to be made to mobility and public transit to provide options for people,” Eiken said. “Right now, if you were to ask people how they get to work if they’re not driving, many would struggle to get from their neighborhood to downtown.

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Parking spaces

Millions of parking spaces could be left empty in the transportation revolution

If the future of personal transportation lies with scooters and self-driving cars which are more often than not on the move, this will leave many empty parking spaces open for new uses, such as redevelopment, food delivery centers or shopping centers. vehicle recharging.

Why is this important: The disruption of urban transport creates opportunities for innovative entrepreneurs who see the value of reallocating modest parking space in the digital age.

A number of companies are already reinventing the way parking space could be used …

1. ParkJockey: The Florida-based company’s ambition is to sell access to space to businesses such as ridesharing, car rentals, and food delivery.

  • To do this, it wants to sell an “operating system” (hardware and software) to garage owners who will turn their real estate into a service that customers can access by paying.
  • At the end of last year, ParkJockey acquired 2 large parking operators as part of a financing round led by SoftBank.

2. City storage systems: Better known as the new venture of former Uber CEO Travis Kalanick, the company is also dealing with parking lot reallocation.

  • It is bought properties, including parking garages, that it will turn into commercial kitchens for delivery-only restaurants and other consumer services.

3. SpotHero: The company is focusing on a parking space reservation app (for human drivers), but it’s already thinking about the arrival of robot drivers.

  • He’s worked with many partners to upgrade some of their technologies to handle autonomous vehicles, which CEO Mark Lawrence says can have immediate benefits for human drivers as well..
  • “Every location we do [AV]“Ready today is a better experience for our consumers now,” says Lawrence. “We’ve done studies that show people are willing to pay more for one automated experience than another. “

During this time, some real estate developers are also considering a future without as much parking space.

  • AvalonBay Communities, which is working on a future residential complex in Los Angeles, has designed a large parking lot that they plan to convert for recreational use as a gym and theater, and even retail and dining spaces.
  • The owner of The Grove and other high-end malls is working with Google to potentially convert to more restaurants and stores, according to the LA Times.

Yes, but: Developers already have some tough decisions to make when it comes to their investments, which typically have a 30-year horizon as they juggle short and long term uses.

  • Construction costs for surface parking structures can cost $ 21,000 per space, and an additional $ 500 per year to maintain each space. During this time, Parking Fee an average of $ 2 an hour in the US, but can reach $ 33 for 2 hours of parking in New York.
  • And converting garages is expensive: in Pittsburgh, it costs $ 17 million to convert a 3-storey garage into more than 60 apartment units.

The bottom line: These companies may have to make big investments years before they know if they made the right bet.

Go further:

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Parking spaces

Massive $133m project in Birmingham adds parking, housing and retail

An ambitious multimillion-dollar plan for Birmingham that would add hundreds of parking spaces, as well as new housing and businesses, is taking shape.

Walbridge/Woodward Bates Partners recently presented their proposed project, which Commissioner Rackeline Hoff called “one of the greatest projects to come to Birmingham”, and Mayor Patty Bordman agreed it would “impact many people in different ways.

In the proposal, the North Old Woodward parking structure would be demolished, a new one built in its place, and retail buildings added to the site, as well as mixed-use buildings on surrounding properties. Bates Street would be extended and a plaza would connect the street to Booth Park.

“In terms of meeting parking needs, this is being done while incorporating planning goals for the downtown core,” City Manager Joe Valentine said. “From the city’s perspective, (the proposal) achieves two key goals with one project: finalizing the implementation of the downtown master plan and expanding downtown parking.

The project has an estimated cost of $133 million between public and private investment. Local voters would have to approve a bond to provide a funding mechanism, but Valentine said taxpayers wouldn’t see an increase because no public money would be used.

Residents at the meeting again expressed concerns about impacts to homes and green spaces in the area.

“If it was just about parking, okay, but that’s a lot of changes,” said Cathy Frank. “Four buildings is a dramatic impact – it will destroy my property values. I look at this design and find it sad…There is wealth in parks and green spaces, and this plan cuts it.”

Continued:Birmingham planning council postpones vote on plan that would remove Hunter House building

Continued:Birmingham developer deadlocked over plans for massive building on Old Woodward

Continued:Here’s where we stand with recycling in Oakland County as costs rise and profits fall

The long-term vision to add parking and development to the area through an extension of Bates Street dates back over two decades, to 1996 when ‘Plan Birmingham 2016’ was adopted. Day parking demands which increased significantly around 2013 increased the pressure to implement the plan.

City officials determined through a survey of businesses and property owners that there was a shortage of about 280 parking spaces north of Maple in the city and a shortage of 427 spaces south. They prioritized the north end, which includes the 53-year-old 5-level parking structure on North Old Woodward.

In the proposed plan, the parking structure will be demolished and replaced with a 7-level structure, with three of the levels below ground and four levels above ground level. This, along with further surface parking nearby, would increase overall parking by nearly 500 spaces.

To disguise the parking structure and not make it the center of the area, Valentine said the plan calls for it to be sandwiched between other buildings and disguised as the first floor behind new commercial buildings.

Bates Street Extension

The area’s landscape would also change with plans to expand Bates Street several hundred feet between North Old Woodward and Willits, “integral for entry”, Valentine said. A place in the plan would provide a connection from Bates Street to Booth Park. These are public elements of the plan.

Birmingham is considering a proposal to demolish the parking structure at North Old Woodward and build a new one in its place, as well as extending Bates Street and adding new mixed-use buildings in a massive multi-million project dollars.

Private elements of the project include a new five-story mixed-use building that adjoins the new parking structure, a five-story mixed-use building at the corner of Bates and Willits, and a five-story primarily residential building on the west side of Bates . Street.

“This will result in more parking, there will be more connectivity between downtown and the adjacent park, more pedestrian amenities with a public plaza, more retail and more reasonably priced housing in this downtown area. central city,” Valentine said. “There would be apartments with a price of $3,000 to $4,500 per month for these rentals, which is sorely lacking.”

The City Board will have another update on negotiations with the developer at a meeting on April 15 and a week later, on April 22, staff will present a recommendation to the City Board regarding the proposed project.

“The timeline for the project is 18 to 24 months, whenever completion is approved, to dismantle the old parking structure and build a new one,” Valentine said.

Contact Susan Bromley at [email protected] Follow her on Twitter @SusanBromley10.

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Parking spaces

Subway review finds hundreds of additional parking spaces

Metro had previously said the garage at Dunn Loring underground station had 1,326 spaces, but a “capacity check” showed the garage actually had 1,963 spaces.

WASHINGTON – Metro found hundreds of parking spaces this summer that it didn’t know it had.

Metro previously said the garage at Dunn Loring underground station has 1,326 spaces, but a “capacity check” showed the garage actually has 1,963 spaces, according to Northern Virginia Transportation Commission documents. .

That’s almost 1.5 times more space than Metro previously believed to be available to passengers.

The additional spaces had been added during the second phase of the garage construction which was completed more than a year after the first part of the garage opened in August 2013, the Metro spokesperson said, Ron Holzer, in an email.

“Metro is checking the capacity of all parking lots, during which a discrepancy was discovered at the Dunn Loring garage. The capacity was updated last month to reflect the 637 spaces added during phase two of the garage construction, but was inadvertently excluded from the total, ”said Holzer.

The disclosure in the Northern Virginia Transportation Commission documents aims to explain what would otherwise appear to be a sharp drop in garage usage when comparing data from July 2017 (71%) to data from July 2018 (48% ).

“Transactions at Dunn Loring have remained stable year over year, but the upward variation in capacity has resulted in lower utilization rates,” the documents say.

The utilization rate is important for Metro’s long-term planning and for users who consider which stations generally have parking available. In Virginia, updated Metro numbers show that only the Van Dorn Street, East Falls Church, and Wiehle-Reston East lots are typically full or nearly full on weekdays.

Last year, in a separate incident, Metro admitted to miscalculating the distances between train stations, leading to thousands of passengers paying bad fares for years.


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Parking spaces

UF campus to lose 600 parking spaces as construction of new parking begins

Parking on the University of Florida campus is about to become much more restricted.

Approximately 600 parking spaces will be demolished in November as construction of a new parking garage is scheduled to begin in the northern section of the suburban lot on Gale Lemerand Drive, leaving an urgent need for temporary parking.

The new garage will have approximately 1,900 parking spaces in total when complete, but the net long-term gain will be minimal due to other planned construction projects, said Scott Fox, director of transportation and parking services.

The Commuter Lot garage will not be finished until February 2020. In the meantime, TAPS is exploring some temporary parking options to compensate for the loss of spaces which will be discussed at the next meeting of the Parking and Transportation Committee in the coming weeks. .

“I can’t give you a timeline for any of them yet, but I can tell you that when the northern part of the suburban lot closes in November 2018, I better have other places to go. park, ”he said.

James Humphrey, a UF junior who parked in the suburban lot this summer semester, said the subclasses would suffer the most from the suburban lot closing because it is one rare lots in the center of the campus where their decals allow them. to park.

“I don’t know how it will work. They might have to reroute some bus lines or something just to get people to and from, ”Humphrey said. “I can’t imagine where on campus they would have even put more temporary parking, so I feel like it would have to be even further from the center of campus.”

Erin Patrick, an assistant research professor in the Department of Electrical and Computer Engineering at UF, will lose her usual parking spot in front of the Union Reitz in the spring of 2019, when the engineering lot is due to be demolished to make way for the new data science and information technology center. . She said it’s hard enough to find parking near the center of the campus, and if UF wants to cut that many parking spaces for staff, they have to find a way to replace them quickly.

“It was a bag of mixed blessings,” said Patrick. “I’m excited about the new infrastructure, but worry about getting to class on time to teach. “

The budget for the garage is $ 32.4 million, or about $ 17,900 per space.

Fox said the new garage is needed because of the campus projects and new buildings that have replaced the parking spaces. The Commuter Lot Garage is how TAPS replaces what has been lost, as well as what will be lost in the near future.

The following list illustrates the projected loss of parking based on projects already planned, according to Fox. While not all projects have a start date, the first three have already started or are expected to start within the next year.

  • Pony Field Lot – 101 places – June 2018
  • Gale Lemerand Promenade North Suburb Lot – 600 – November 2018
  • Engineering land (opposite Reitz Union) – 351 – May 2019
  • Gale Lemerand Drive South Suburb Lot – 472 – TBD
  • Interior road – 128 – To be determined
  • Lot Frazier Rogers – 162 – To be determined

The six projects collectively leave an expected loss of approximately 1,800 spaces on campus, including the 600 spaces in the North Suburb Lot. Fox said the new garage would reverse those losses with 1,900 spaces, but not until its completion in 2020.

A map of all UF car parks currently under demolition. (Matthew Arrojas / WUFT News)

“If there is anything that we want to convey to the university community, it is that it is happening and we know it and we are preparing for it,” he said. “Your experience during the construction process and once the garage is open is important to us. This is why we are trying to make good decisions now.

Temporary car parks

Fox said TAPS currently has five temporary parking plans, pending approval. The plans range from small car parks of just 100 spaces to much larger car parks of more than 500.

The larger lot proposed would provide 532 spaces at Fifield Field and cost TAPS approximately $ 1.5 million. The smallest lot would be on the east side of 13th Street and offer 105 spaces at a cost of $ 250,000, according to the presentation of Fox.

The following five proposed lots would provide 1,233 temporary parking spaces:

  • 13e Rue Est – 105 spaces – $ 250,000
  • Norman field – 196 – $ 525,000
  • Archer Road Field – 277 – $ 1.2 million
  • Fifield Field – 532 – $ 1.5 million
  • Flavet Field – 123 – $ 375,000
(PowerPoint presentation by Scott Fox)

Fox stressed that none of those plans have yet been approved and that some may not go into effect at all. Others, like the Fifield Field, could be built but with less space than what is currently proposed.

In total, the lots would cost around $ 3.9 million to build. Fox is hoping that a plan for the temporary lots will be solidified before the start of the fall semester.

City and UF agreement limit total number of parking spaces on campus

While the Commuter Lot garage will make up for lost spaces in 2020, it won’t do much to increase the amount of parking available on campus as a whole. Fox said it was because of the Campus development agreement UF produced with the city of Gainesville.

The agreement caps the maximum number of parking spaces UF can have at 25,377. Fox said the agreement was put in place because the roads around UF, such as Archer Road and University Avenue, are not equipped for. manage the traffic created by more parking spaces.

“If we were to build 5,000 additional parking spaces and generate 5,000 additional trips, single occupant vehicle trips in the morning and 5,000 additional trips in the evening, these already failing roads would absolutely choke,” he said. he declares.

Due to the agreement, the supply of parking spaces has remained stagnant over the past 20 years. According to Fox’s presentation, the parking lot in 1998 was the same as in 2018, with a range of 23,000 to 24,000 spaces.

Meanwhile, parking demand continues to reach all-time highs, Fox said.

(PowerPoint presentation by Scott Fox)

For the 2016-17 school year, 36,440 automotive decals were issued. That’s about 13,000 more decals than there are actual parking spots on campus.

The current campus development agreement is in effect until 2025 but will be reviewed in 2020. Fox said it is possible that increasing demand will cause the cap to increase, but it is still far too early to make any predictions. .

“Obviously,” he said, “when the parking supply remains essentially stable and the demand continues to rise and we issue more and more parking stickers, it becomes more and more. more difficult to have a satisfactory parking experience. “

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Uncategorized

Waterproofing concrete parking structures: a comparison

All images courtesy of RJC Engineers

By James Cooper, P.Eng., LEED AP O + M
Owners, engineers and contractors involved in the design, operation, maintenance and restoration of parking garages and building podium decks should understand the role and importance of waterproofing systems in protecting these facilities. When there is a lack of attention to these systems, repair and maintenance costs increase and the expected life suffers.

The methods of protecting parking garages and catwalks have evolved and changed dramatically over the past 30 years. Old ways of thinking and designing have given way to new understandings of deterioration mechanisms and protection needs, some of which are reflected in the new requirements of the Canadian Standards Association (CSA) S413, Parking structures. The better understanding of how moisture and de-icing salts accelerate the deterioration of concrete and steel structures has encouraged growth in this sector. The long-term performance of these buildings is directly related to the effectiveness of the watertight barriers used to prevent contamination by moisture and de-icing salts, as well as the management of salt-laden water entering the building. installation.

By effectively protecting the structure and keeping waterproofing systems in good repair, homeowners can slow the rate of deterioration and allow safe and uninterrupted use of the building for an extended period of time. The protection of the structure also ensures the stability of the value of the asset by limiting deterioration and closures, and reduces long-term investment costs. On the other hand, the failure of waterproofing systems often leads to economic losses, including damage to vehicles of building occupants, costly structural repair costs, and lost opportunities during repair work due to the failure. closure of parking lots. A functional waterproofing system is therefore the first line of defense for any structure subjected to vehicle use and de-icing salts.

Understand your needs
Deciding to protect a structure with a waterproofing system is a simple and necessary step. However, determining the specific waterproofing requirements to meet the long-term needs of the structure is more difficult. It is important to understand the critical elements to look for in an effective waterproofing system.

Prevent leaks
The obvious purpose of a waterproofing system is to prevent the flow of water and dissolved salts into and through the structure onto vehicles or into the occupied space below. Careful attention and effective detailing at termination points, drains, pipe penetrations, cracks and joints is required.

An example of deterioration of a thick waterproofing system on a flat roof.

Prevent chloride (salt) from entering cracks
Almost all parking garage surfaces are concrete. With very few exceptions, concrete does one thing very well: cracking. An effective waterproofing system must therefore fill cracks, which will open and close due to temperature changes and cyclic loads over the life of the structure. If the system cannot continue to fill cracks, it becomes an easy way for moisture and chlorides to bypass a surface applied waterproofing system.

Provide a non-slip surface
Slip resistance is important for vehicles and pedestrians as they pass through a structure. The health and safety of users is negatively affected if a waterproofing system becomes slippery, when wet, or over time. Therefore, both initial and long term slip resistance mechanisms are required.

Provide a durable wear surface
A poorly designed sealing system can wear out with use or deteriorate due to specific environmental factors. Accelerated wear and deterioration can have a significant impact on performance and life. A waterproofing system must withstand the aggressive environment in which it operates, maintain adequate functionality and meet the required service life. Worn waterproofing can quickly lose its slip resistance, and deteriorated installations cannot effectively prevent moisture and chloride from entering the structure. Critical areas with increased vehicle load (for example loading docks, truck traffic areas and traffic aisles) often require more rugged designs to meet similar lifespans to other areas.

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Parking spaces

San Diego Airport adds more parking with high-tech three-level garage

From Friday, travelers and visitors to the airport will be able to park in a new three-level garage a short walk from Terminal 2.

The culmination of a nearly two-year construction period, the 2,900-space, $ 127.8 million parking lot replaces a former surface lot located closest to Terminal 2 at San Diego International Airport .

In addition to offering covered parking at rates identical to the hourly and daily rates of the old lot, the garage is equipped with a guidance system using LED panels and colored lights to alert motorists of vacant spaces.

While the garage will initially represent a net gain of 1,715 spaces, that gain will turn into a loss later this year when the airport undertakes another project – a combined freight, airline and airport maintenance facility that will occupy part long-term ground. where employees park now. These workers, in turn, will have to begin parking in the economy parking lot of Pacific Highway, which will be closed to the public.

The result will be a net loss of 230 seats available to the public, said Jonathan Heller, spokesperson for the San Diego Regional Airport Authority.

Even with the rise of ridesharing apps like Uber and Lyft that provide relatively affordable transportation to and from the airport, demand for on-site parking remains high, says April Boling, who chairs the board of directors of the Airport Authority. As an example, she pointed out the 450 valet parking spaces that are almost always full in the middle of the week.

“When we measured our customer satisfaction several years ago, the area where the flying public was least satisfied was parking and especially close-quarters parking,” said Boling. “So we understood the need for parking right next to the terminal and that’s what we built.

“And the people who park in that plaza don’t necessarily stay a whole day, some may pick up their loved ones in Wisconsin and they want to park up close – we call them meeters and greeters – and that’s a lot more than half of those who park in. They’re not as price sensitive because they don’t pay the $ 32 a day.

Another big chunk of those who park near the terminal are business travelers, many of whom fly to and from their destinations in a day or two, Boling added.

Rates start at $ 2.50 for the first 30 minutes, increase to $ 6 for a full hour, and increase in $ 2 increments thereafter.

A key feature of the parking area that airport officials say will resonate with the public is the system of guiding people to available spaces. As motorists enter the garage, there will be signage quantifying the number of unoccupied spaces on each floor, and each level will also have signs with the same information.

The guidance system, similar to what’s in place in the garage at UTC Westfield shopping center, also uses colored lights – green and red – directing motorists to available spaces. This system will increase over the next few weeks, said Marc Nichols, director of ground transportation at the airport.

There is also a smartphone app that allows people to reserve and pay for their seats in advance.

“I don’t think the garage will change the mix of travelers who use it, but it will be a lot more convenient,” Nichols said. “The fact that it has two covered floors will also be very appealing, especially for long-term travelers, and the fact that it has this guidance technology will make it much more efficient.”

Public artwork is incorporated into the design of the garage, including one consisting of brightly colored displays made from hundreds of resin airplane models. The design of the garage is also notable for its glass elevators.

The project is largely funded by revenues from parking and concessions. The current fiscal year budget estimates parking revenue at $ 40.6 million, which is expected to grow to $ 46 million in the next fiscal year, Heller said.

[email protected]

(619) 293-2251

Twitter: @loriweisberg

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Parking spaces

Backing up in parking spaces is much safer. Why don’t we do it?

Each year, some 300 people are killed and 18,000 are injured by backing up drivers, usually in driveways or parking lots.

There is a simple way to avoid many of these accidents: we could back up in the parking space so that we don’t have to back up.

Note that I am talking about spaces in lots and garages that are perpendicular to the wall or perimeter. When it comes to parallel parking for a space on the street, Everybody returns, except for morons like George’s nemesis in this classic Seinfeld bit.

In a parking lot, the AAA thinks we should back down, recommending that “drivers back up in parking spaces whenever possible, except where the law or parking restrictions prohibit it.”

Tom Vanderbilt, author of the classic book Traffic, thinks, too much. In the same way Talking about car. Here’s how host Ray Magliozzi concisely explained the dangers of backing up a space: “As the butt of your car sticks out into traffic, you can’t see if there are any cars coming, because your view is blocked by the passenger compartments of the cars. or SUVs parked next to you.

And yet, most of us don’t.

It is cumbersome to get out of a space, that’s for sure. But it would seem many more difficult to move back in. In the first scenario, you step back into the universe, with all the margin of error that entails. In the other, you retreat into a ruthless rectangle.

In 1990, in their monograph Car park (designed to present “the best of contemporary North American practice in the planning, design and operation of parking spaces”), transportation engineers Robert Weant and Herbert Levinson only addressed the issue passing. Rear parking, they said, “is not generally practiced or encouraged.”

Things have changed in a quarter of a century. Recently in the parking lot I use on the campus of my employer, the University of Delaware, I counted 11 of 43 cars parked on the perimeter of the parking lot facing the front. (I limited my calculation to the perimeter because in the double rows in the middle, drivers might have the option of going to a vacant front space – the best of both worlds.) The day before it was nine of 49. This anecdotal percentage jibe with a survey conducted by AAA, which found that 24% of those surveyed said they supported.

Backed up in cars on the University of Delaware campus.
Ben yagoda

Incidentally, the photograph shows that cars parked closest to campus are more likely to have backed up. This is a constant daily trend and suggests that the first to arrive are go-getters and more willing to do a bit of homework at the start in order to have a smooth and clear exit. The idea of ​​the go-getter is consistent with the thesis of the only academic to study of this subject which has never been undertaken.

There are several theories, but little evidence, as to why Americans don’t come back often

In “Prediction of productivity gains from parking behavior”, a 2014 article published in the International Journal of Emerging Markets, author Shaomin Li, professor of management at Old Dominion University, describes his visit to Taiwan. He notes that, unlike in the United States, most drivers have backed off into spaces:

“Needless to say, rear parking takes more time and effort than front parking. Still, it is easier, faster and safer to get out. So, we can surmise that people bother to back down by demonstrating their ability to delay gratification; they want to invest more time and effort now so that they can reap the rewards of their labor later. They demonstrate a culture of long-term orientation.

Li took photos of how cars were parked in the United States and Taiwan, and asked friends to do the same in the so-called BRIC countries: Brazil, Russia, India and China. The save percentage was:

United States: 5.7

Brazil: 17.1

India: 25.4

Russia: 35

Taiwan: 59.4

China: 88

Li then superimposed the declining parking rates with the countries’ annual productivity gain between 2001 and 2011. There was a positive correlation of 0.83. Brazil and the United States recorded the lowest productivity gains, at 1.3% and 1.5%, respectively, while China had the highest, at 17.8%.

His thesis is plausible, but the study has its weaknesses: it only shows a correlation; there was no logic in choosing the lots or the time of day; and, most disturbingly, the sample size was small, ranging from 106 to 159 cars per country.

Mary Smith, chair of the geometry committee Parking advisor advice, may have a better explanation for the low percentage of people in this country who return. As Smith observed in an email:

“Americans are not taught to back up in stalls neither during training nor by observing the habits of other drivers. As a result, the average American is not comfortable backing up in a parking lot… Europeans are more often challenged to get cars in and out in tight spaces and to learn how to back cars in tight spaces. parking spaces at an early age.

(Smith is yet another authority who recommends backing off, calling it “safer overall.”)

The internet also offers several theories as to why people who show up in spaces do it this way: it’s not that they want to delay gratification or that they haven’t been trained enough, but that they are women and / or women. Colorful explanations of this idea can be found all over the web, for example here.

To some extent, a 2010 to study by Claudia C. Wolf and her colleagues at German Ruhr University in Bochum confirmed the stereotype. The researchers took male and female drivers of different experience levels into a parking lot and asked them to face a car in a space, back up a car, and parallel park. The men parked much faster – perhaps not surprisingly, as many of them are still under the spell of Steve McQueen’s iconic parking job at Bullitt.

As for accuracy (measured by distance to neighboring cars), men were slightly better in all three maneuvers, only parallel parking showing statistically significant superiority.

Support requires mental rotation skills

The speed difference may have less to do with inherent ability and more to do with male propensity to take risks. In driving, the negative aspects of this trait outweigh the positive aspects. According to Insurance Institute for Road Safety, on a mileage basis, men are killed in traffic accidents 50 percent more often than women.

Still, there is a difference between men and women – and more generally, within the general population – on the skills that go into parking, especially backing up parking. The most important skill is what psychologists “Mental rotation”, or the ability to imagine objects in a position other than their actual position. (You can test your own mental rotation skills here.) For reasons still widely debated, men are on the whole better mental rotators than women.

But not this man. With me, in fact, it’s kind of a perfect storm of bad space skills: besides parking, I’m bad at drawing, lip-reading (even when someone shouts “Hello!”), And having intuition to turn right or left in a dead end in Venice. I suck so bad at Pictionary that the jaws of my playing partners drop in amazement. As a result, despite all the recommendations of the experts, I remain an unrepentant front-inner.

How technology can help us get back

There is hope for people like me, and it takes the form of technology. In recent years, many cars have been fitted with rear cameras and other systems that offer tremendous assistance in backing up, and the National Highway Traffic Safety Administration has mandated that all new automobiles include some type of rear view camera by 2018.

Testing a car with an Around View system.
Ben yagoda

My 2013 Ford C-Max only has a beep that starts to sound when I’m about to back up into something, which doesn’t help me avoid cars on the sides. To see how well the new technology works, I asked my local Nissan dealer if I could try a car with the Around the view monitoring – considered one of the best systems. I got behind the wheel of a Maxima on their land, got out of a space and came back again.

Unfortunately, it took me 53 seconds. But I had a feeling that with this new technology and with enough practice, everyone, including me, will eventually be able to back up in the parking spaces diligently: not exactly Steve McQueen speed, but close enough. for jazz.

Ben yagoda is a professor of journalism at the University of Delaware and most recently author of The B-side: the death of Tin Pan Alley and the rebirth of great American song.

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Parking spaces

Spinner Place sues Winooski for theft of parking spaces

The parking lot in downtown Winooski has gotten so tight it’s now before a federal judge.

A Missouri-based bank is accusing the town of Winooski of stealing parking spaces — in order to offer them as incentives to downtown developers.

UMB Bank, a backer of the 312-room Spinner Place student housing complex, sued the city in federal court on Monday, saying the city’s actions had hurt them financially because without parking, they struggled to rent accommodation to students.

A city-owned parking garage in downtown Winooski is used by a growing number of residents and businesses.  Photographed March 31, 2016.

In the complaint, the bank claimed the city sent a letter to Spinner Place’s property manager in October 2016 advising him that beginning in January 2017, the city would no longer rent out garage space to customers without contracts. long-term.

Winooski's municipal parking lot is at the center of a lawsuit brought by backers of Spinner Place, a student housing development, who claim the city illegally took spaces from downtown residents and gave them away as inducements to developers downtown.

The bank also claims that despite “repeated efforts”, the city has refused to discuss the terms of a long-term contract.

According to court documents, the bank argues that the city is obligated to provide parking spaces for the student housing development under its bylaws and the Law 250 development permit.

Related:

The change affected their ability to rent units, according to court documents.

Winooski has yet to file a response to the lawsuit in court.

“People want to live and work in Winooski,” City Manager Jessie Baker said in a statement Tuesday morning. “That’s a good problem to have.”

Baker said the city is in active talks with the bank and other Spinner Place stakeholders to come up with a creative solution to the parking issue.

“In fact, just a month ago we reached agreement on a short-term solution until December 2018 to ensure that students at Spinner Place have off-street parking while we continue conversations “, she said.

She added that the city was “disappointed” that the bank chose to sue the city, imposing a financial burden on ratepayers, instead of continuing discussions on long-term solutions.

Parking has long been a contentious issue in downtown Winooski. Last January, the Winooski Downtown Redevelopment Association, which includes Spinner Place, filed a lawsuit against a proposed hotel, claiming it would illegally subvert several downtown goals.

Parking was a key issue in the lawsuit, which stalled the hotel.

Contact Jess Aloe at 802-660-1874 or [email protected] Follow her on Twitter @jess_aloe.

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