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In 2021, Boston planners approved more parking spaces than homes – StreetsblogMASS

According to year-end statistics compiled by the Boston Planning and Development Agency (BPDA), Boston city planners have approved dozens of construction projects in 2021 that could give the city 7,887 new homes, 6 million square feet of new commercial space and enough parking to store 8,668 more cars.

Nearly three-quarters of this new parking lot — 6,441 spaces — would be built in transit-accessible neighborhoods within a quarter-mile of an MBTA station.

During 2021, the BPDA approved 71 new development projects which include a combined total of 17.1 million square feet of real estate within the city limits.

Most of these new projects include a housing component, either in purely residential apartment buildings or in mixed projects:

BPDA 2021 project approvals for mixed-use and residential developments

“TOD” indicates “transit-oriented development” – projects located within a quarter mile of an MBTA rapid transit or commuter rail station. Source: BPDA

Purely residential projects Total in TOD % TOD
Number of projects 29 12 41%
Housing units 2,352 1,226 52%
Parking spaces 1,114 481 43%
Mixed-use projects Total in TOD % TOD
Projects 29 20 69%
Housing units 5,535 4,550 82%
Residential Square Feet 5,305,476 4,390,132 83%
Commercial sq.ft. 2,503,372 1,364,697 55%
Parking spaces 3,620 2,615 72%

Of the 29 purely residential developments the BPDA has approved in 2021, developers plan to build 2,352 new apartments and 1,114 new parking spaces – roughly one parking space for every 2 apartments.

But among the subset of 12 subdivisions that would be within a quarter-mile of an MBTA rapid transit or commuter rail station, the parking ratio was slightly lower: a total of 481 new spaces. parking space for 1,226 apartments (approximately 0.4 spaces per dwelling unit).

Related:


StreetsblogUSA: Apartments with free parking reduce transit ridership

The BPDA also approved 29 mixed-use projects in 2021, and collectively those projects could give Boston about 5,535 new homes, 2.6 million square feet of office, retail and other non-residential space, and 3,620 parking spaces – approximately two parking spaces for every three apartments. However, it is likely that some of these parking spaces will be reserved for the commercial tenants of these buildings.

Compared to previous years, the parking ratio per dwelling for residential and mixed-use projects has decreased.

In 2019, the agency approved 4,762 new homes as well as sufficient parking for 4,773 cars in residential and mixed-use projects – approximately one parking space for each apartment.

In 2020, this ratio fell slightly, to around 0.9 parking spaces per dwelling.

Related:


Boston planners approved more than 11,000 new parking spaces in 2020

However, BPDA non-residential project approvals in 2021 had significantly more associated parking than in previous years.

The agency has approved 10 office and laboratory projects as well as three institutional projects that collectively propose to build 3,934 new parking spaces:

BPDA 2021 Project Approvals for Commercial and Institutional Developments

“TOD” indicates projects located in transit-oriented neighbourhoods. Source: BPDA

Purely commercial projects
Total in TOD % TOD
Projects ten 8 80%
Total square footage 2,178,420 1,934,233 89%
Parking spaces 2,454 2,368 96%
Purely institutional projects
Total in TOD % TOD
Projects 3 2 67%
Total square footage 2,282,252 1,816,150 80%
Parking spaces 1,480 977 66%

In 2019, the BPDA approved 9 commercial or institutional projects with 2.4 million square feet of space and only 237 new parking spaces. And in 2020, the BPDA approved 2.3 million square feet of non-residential projects that collectively had only 200 attached parking spaces.

The increase in non-residential parking garage approvals this year can be partly explained by the types of applicants seeking BPDA approvals in 2021. While many non-residential projects in 2019 and 2020 were associated with universities, which tend to have lower parking demands, the BPDA’s program in 2021 included two large hospital expansions that insisted on spending health care dollars on large on-site parking lots.

One of the largest institutional project approvals this year was the Massachusetts General Hospital Expansion near Charles Circle. This project proposes to build a massive six-level underground parking garage for 977 cars next to traffic-congested Charles Circle in Boston’s West End (the project would also help build a proposed new subway platform for an extension of the MBTA blue line).

A handful of projects the BPDA has approved in 2021 would avoid building any on-site parking. The Boston Housing Authority final phase of the development of the HLM Old Colony districtwhich the BPDA Board approved in April, would replace 208 existing apartments and add an additional 134 affordable apartments in three new buildings with no off-street parking at the east end of the neighborhood, adjacent to Moakley Park.

And in Jamaica Plain, a short walk from the Green Street Orange Line stop, the BPDA has approved a new 5-story building (see rendering at the top of this article) that would provide housing for 38 low-income senior households. , plus a new street-level dining space for the El Embajador restaurant.

However, the owners of the adjacent Turtle Swamp Brewery sued to block this accommodation, specifically citing its lack of parking in their complaint.

Partly in response to lawsuits like that, the BPDA and the City of Boston passed two significant parking reforms late last year that could further reduce the number of parking lots that future developments can build.

End DecemberMayor Wu signed a new zoning ordinance that will eliminate minimum parking mandates for residential projects where at least 60% of new homes would be limited income for low- and middle-income households.

And in October, the BPDA passed new planning guidelines that will impose maximum parking limits for large developments, with stricter limits applying in the most walkable and transit-accessible areas of the city.

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Covington begins mandating metered parking spaces on nights and weekends to protect small businesses

Seeking to preserve on-street parking for small businesses that need it to survive, the City of Covington will begin enforcing parking meters in the evenings and on Saturdays.

The long-awaited change brings Covington in line with surrounding towns and responds in part to complaints from business owners about spaces being monopolized by drivers who leave their cars parked throughout the weekend and into the evening.

(Photo by City of Covington)

“As downtown grows and gets busier, we want to make sure our businesses have parking available for their patrons and customers,” City Manager Ken Smith said. “These metered spotlights are designed for constant rolling. This is their goal. If a car is left in one place every late afternoon or from Friday afternoon to Monday morning, it harms surrounding businesses.

The change takes effect immediately, although there will be a grace period – i.e. “courtesy tickets” or warnings – while the public gets used to the new rules and meters are recalibrated and relabeled. The City will work with merchants near metered parking lots to find ways to educate their customers.

The new hours are 8 a.m. to 9 p.m., Monday through Saturday. Previously, meters were not applied on Saturdays and after 5 p.m. on weekdays.

The new app was approved by the Board of Commissioners on Tuesday evening as part of a series of parking-related changes. These changes include:

• Increase in metered rates from $1.10 to $1.50 per hour, matching the rate in other urban areas this side of the Ohio River. Drivers will be able to continue to pay in cash at meters or via the free PassportParking® app available for download on the App Store and Google Play.

• $5 increase in monthly passes at many public parking lots and surface lots (bringing most to $55 or $60 per month).

• “Clean up” the language in the ordinances to continue to refine the authority of the Covington Motor Vehicle Parking Authority and its legal status as “owner” and manager of parking lots. (The authority was established in 2018 to operate and maintain public on- and off-street parking in Covington. Its five members are approved by the Board of Commissioners. The City contracts with ABM Parking Services for day-to-day operation. )

• Hired a first-ever Executive Director to handle the administrative duties of the parking authority and help the City take a more strategic and analytical approach to its parking issues. Kyle Snyder will split his duties between this position and his duties as the City’s infrastructure development specialist.

Other changes are possible on the road, including the return of parking meters in commercial areas like the MainStrasse Village, and better signage.

The changes were recommended by consultants who undertook a comprehensive analysis of the City’s parking, by the parking authority itself, and by City staff working in areas such as economic development and public works.

(Photo by City of Covington)

The City is in the process of updating a web page at www.covingtonky.gov to reflect changes and show available public parking locations in Covington.

Invest in the future

Although modest, the fee increases will allow the city to begin making more robust investments in improving its parking lot, Smith said.

“We definitely need more parking space, and we need to improve amenities, such as kiosks,” he said. “But you can’t upgrade or add facilities and options without revenue, and we’ve fallen behind.”

The perceived lack of parking is an ongoing source of complaints in Covington. As in urban areas across the country, however, some of the complaints are based on unrealistic expectations that parking should be free and always available right outside a destination. For example, people who are comfortable walking from the confines of a mall parking lot are not willing to walk the same distance from a garage or lot to a restaurant or bar.

“Street parking is a commodity, plain and simple,” Smith said. “We have plenty of parking spaces downtown, if you know where to look, but there will never be enough spaces along a busy street to accommodate three to four cars per household, the more visitors, the more customers entering and leaving stores.

The city manager called the parking changes “growing pains” as Covington’s economy continues to grow.

“If you have an abundance of parking spaces downtown, that’s a sign of a ‘dead’ city,” he said.

From the town of Covington

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Commissioners approve emergency repairs to underground car park | Local News

After engineers found deteriorated structural beams in the parking lot beneath the Westmoreland County Courthouse in January, the need for urgent repairs became apparent.

Commissioners have approved what is expected to be a six-month emergency project that could cost $7 million to repair the parking structure, which would not be in imminent danger of collapse.

During the project, the courthouse will open a previously closed entrance on Main Street to the rotunda section of the building. In addition, two other doors on either side of Pennsylvania Avenue will remain open to employees and visitors.

Carl Walker Construction Inc. was hired to carry out the repairs. The company would have to dig about 35 feet to access the parking structure through Courtyard Square, where new support beams will be installed and other repairs will be made to restore the two-level garage, officials said.

Damage was initially identified in 2019 when sections of concrete above the upper parking level fell to the ground. Repairs cost $70,000, and structural monitoring of the garage continued. Monitoring has revealed that rust, spalling and other signs of deterioration have since appeared, but no urgency for collapse.

Work was to start on Wednesday.

Courtyard Square is often used as a gathering place for protests and demonstrations, in addition to recreation. As part of the project, the courtyard will be reconfigured, but final designs have not been confirmed.

The garage will remain closed during construction. On Tuesday, the commissioners also agreed to lease 182 parking spaces in Greensburg for displaced employees and officials. It will cost $10,500 a month to lease 148 parking spaces in four Greensburg-owned lots and another 34 spaces in a private lot on Otterman Street.

Parking options for jurors and other visitors have yet to be announced.

The county will use part of the $105 million it received in coronavirus relief funds to pay for garage repairs.

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The West New York Planning Board reviews plans for a parking garage on the 57th Street lot

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A rendering of what the parking lot will look like when completed.

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The architect incorporated embroidery designs into the brick facade as a tribute to WNY’s history.

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Another view of the 57th Street parking lot.

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The parking garage could have three or four stories depending on how contractors place bids to build the project.


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A rendering of what the parking lot will look like when completed.

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The architect incorporated embroidery designs into the brick facade as a tribute to WNY’s history.

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Another view of the 57th Street parking lot.

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The parking garage could have three or four stories depending on how contractors place bids to build the project.


The West New York Planning Board reviewed city plans to build a parking lot on the site of the surface parking lot on 57th Street. The garage is one of the few the city plans to build on its current municipal lands to alleviate parking issues, including at 51st Street and 54th Street.

Michael Nelson, project architect, presented the preliminary plans for the parking garage to council. The presentation was a courtesy review and discussion, and no action was taken other than a draft letter confirming to the Western New York Board of Commissioners that the Planning Board had reviewed the project.

The existing car park is approximately 94 parking spaces. The planned new garage will contain approximately 197 parking spaces.

“Planned structure parking is 197 parking spaces with potentially spaces beyond pending the supply environment and if we are able to award an alternative supply to the project,” Nelson said.

North of the parking lot is 58and Street, to the west is Bergenline Avenue, to the south is 57and Street, and to the east are buildings. The entrance would be at 57and Street. Under the ramp to the first floor is storage space for the city, according to Nelson. The three-storey car park has several stairs and an elevator.

Three or four floors depending on the offers

While the current render and plans call for three stories, West New York is also exploring the possibility of a four-story parking lot. The city asked the architects of the project to study an alternative offer for an additional floor.

“There is this option, if the numbers are competitive enough, to have another floor,” Nelson said. “This has been incorporated into the tender documents.”

The architect incorporated embroidery designs into the brick facade as a tribute to WNY’s history.

However, the number of floors selected for the parking garage will depend on the nature of the bids received for the project. According to Nelson, the structure can be built to have additional floors in the future, but the road layout would prevent this.

“The difficulty of adding floors to parking lots is the very tight logistics,” Nelson said. “This site in particular is very constrained due to the tight fabric of the street… We could design the structure to support future seams, but the reality is that it is not possible to get a crane from the order of magnitude required to lift the additional loads 120 foot pieces on the building.

Integrate the history of the textile industry

According to Nelson, the city’s history was considered when designing the parking lot’s facade.

“When we started working on the project, one of our first efforts was to review the site in the context of the neighborhood, as well as the building’s relevance to the city. We were inspired by the city’s rich textile industry and history. This began to blend in with some of the neighborhood’s residential vernacular, brick structures and brick patterns.

Another view of the 57th Street parking lot.

The brick design is intended to highlight Western New York’s history as a former center of the textile industry. The brick patterns aim to mimic this and the surrounding neighborhood.

“The precast concrete structure with brick veneer, brick patterns, tones and colors was derived from early studies spent in the neighborhood and research into the city’s history,” Nelson said.

Pedestrian walkways approximately 13 feet wide will run around the perimeter of the building.

Council promotes parking plans

President Clara Brito Herrera praised the project, but was in favor of the larger car park option.

“Nice project,” said Herrera. “It’s definitely going to improve the neighborhood and it’s very much needed… One of the things I love the most about the design is the safety with the glass as you walk through the building and the walkways from street to street. other. It’s easy to get to and it’s a great project.

Vice President Jorge Gomez echoed Herrera that the rendering of the parking lot was “beautiful” and that he was also in favor of the larger option.

“If there’s a way to add more parking to it, like another level, that would be even better,” Gomez said. “But it looks great and it’s excited for the city.”

The parking garage could have three or four stories depending on how contractors place bids to build the project.

Commissioner Marguerite Guzman expressed his enthusiasm for the project.

“I really like the embroidery pattern,” Guzman said. “I know this is going to be very well received by the community as one of the issues we are facing is parking. And that’s one of our promises and we keep it.

Commissioner Andrea Bounsiar noted: “It’s aesthetically pleasing, very necessary, and I like the features of glass for safety.”

Commissioner Jonathon Castaneda called him a “gbig project” and Commissioner Ignacio Amaro added that it was “very beautiful”.

Project timeline

According to Nelson, in terms of chronology, tThe aim is to present bids for the project to the council of commissioners on April 20. He added that the structure and aesthetics of the building are the drivers of the program.

“Once the project has been tendered, the contractor will mobilize shortly thereafter,” Nelson said. “Hopefully in June the schedule would start with early tenders with the contractor eventually awarding the project to whoever is needed to fabricate the precast concrete components in the works.”

Nelson said the city is “save the calendar so that the site does not remain inactive for a period of time.”

He added that he expects completion by mid-November 2023. This garage, along with the others, aims to add hundreds of parking spaces in Western New York.

For updates on this story and others, visit www.hudsonreporter.com and follow us on Twitter @hudson_reporter. Daniel Israel can be reached at [email protected]

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UPDATE: Men charged with fatal confrontation in parking garage appear in court

Police say 23-year-old Juan Linares has been arrested and charged with murder

UPDATE (3/11/22) – New information about a fatal shooting and severe beating that occurred in a Lexington parking lot last week. According to the Lexington Herald Leader, three suspects appeared in court on Friday for a preliminary hearing.

As we reported, Juan Linares has been arrested and charged with the murder of Michael Yocum, who was allegedly shot dead early Saturday morning in a parking lot. Humberto Saucedo-Salgado and Oziel Saucedo-Salgado have both been charged with assault.

According to the Herald Leader, Humberto and Oziel are brothers. The report states that Anthony True was also badly beaten in this incident and is still recovering in hospital.

According to the newspaper, the brothers told a detective that the situation in the parking lot escalated when Linares said something to True and Yocum, who were in True’s car at the time. It’s unclear exactly what was said, but the detective says Yocum joined shortly after.

Although surveillance video did not fully capture the assault and shooting, it clearly identified everyone involved leading to the arrests.

The case now heads to a grand jury. Linares is currently being held on a $750,000 bond. The brothers posted $10,000 bond and were released from jail hours after their arrest.

UPDATE (07/03/22) – The man killed in a weekend shooting in downtown Lexington has been identified.

According to the Fayette County Coroner’s Office, Michael Lee Yocum of Lexington was killed in a shooting that occurred early Saturday morning inside the West Short Street parking lot.

The 36-year-old man was pronounced dead at the scene, according to the coroner’s office.

Funeral arrangements are pending.

LEXINGTON, Ky. (WTVQ) – A man is dead and 3 men are in custody following a shooting in downtown Lexington on Saturday morning.

Lexington Police say officers responded to the 300 block of West Short Street in the Victorian Square parking lot for a call of gunshots fired around 3 a.m. Saturday.

When officers arrived they found two men with gunshot wounds… one who police say was in his 30s.

One man was pronounced dead at the scene… the other man was taken to hospital with life-threatening injuries.

The name of the deceased victim has not yet been released.

According to the police, 3 people have been charged with murder and assault.

According to the police, Juan Linares, 23, was arrested and charged with murder.

Humberto Saucedo-Salgado, 25, was charged with assault.

And Oziel Saucedo-Salgado, 28, was also charged with assault.

All 3 are currently being held at the Fayette County Detention Center.

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Schenectady’s Ellis Hospital parking lot replacement gets green light

SCHENECTADY — City planners have given Ellis Medicine the go-ahead to demolish its parking lot next to the hospital and rebuild a replacement structure on the footprint.

Parking spaces would increase from 740 to 1,200. The garage would also be taller and narrower than the current incarnation on Ulster Street, rising to seven storeys from the current four.

The existing structure was built in 1978 and has exceeded its lifespan, officials said, and repair costs are piling up.

“There is a real need at the Ellis Hospital site for a new parking structure,” said hospital spokesman Philip Schwartz.

The $30 million project, he said, will also reduce congestion by reducing on-street parking by employees, which can often upset the surrounding neighborhood, which already suffers from traffic-related congestion issues. nearby hospital and Oneida High School.

The new garage will also improve access for patients and their families, Schwartz told the city’s Planning Commission on Wednesday, as well as improve green space.

“It’ll be easier, less stressful, and it sets the right tone for the patient experience,” Schwartz said.


The planning commission approved the site plan on Wednesday. The garage demolition schedule is unclear.

This is also where patients and staff will park during the construction process.

“A very detailed alternate parking plan that prioritizes patient and family access during demolition and construction is being developed,” Schwartz said after the meeting. “We will be doing public education … to make sure our patients and their families are aware of the plan.”

Schwartz said the tentative plan would not involve street parking.

“We wouldn’t do that,” Schwartz said Thursday. “It’s a high priority not to let visitors, patients (and) staff park in surrounding neighborhoods.”

Ellis Medicine’s Rosa Road parking garage has the capacity to absorb some needs during demolition and construction, he said, as well as a surface lot off Ulster Street.

The hospital also has a valet service that will provide assistance, as well as a lot outside Hillside Avenue that staff are routed to.

“A combination of these resources — along with additional offsite land and staff shuttle services — is being considered as part of our plan,” Schwartz said.

Priority, he said, will be given to ensuring safe access for patients.

Ellis Medicine has already hosted a digital forum to notify homeowners and sent letters to residents within a quarter-mile radius of the project.

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New downtown Clarksville parking lot planned by Franklin Street

Downtown Clarksville is in the midst of a construction boom.

The F&M Bank Arena is under construction and when completed will attract up to 6,000 people for some events.

There is also a host of surrounding private commercial developments, either in the construction phase or on the drawing board.

It begs the question, “Where are all these people going to park their cars to eat, shop, and hold events in the arena?”

At a town hall meeting Wednesday at the Roxy Theater, Clarksville Mayor Joe Pitts and the Clarksville Parking Commission shared some responses.

There are a few new things.

Linda Gerron, director of communications for the City of Clarksville, introduces Mayor Joe Pitts, right, and Michael Palmore, the city's parking officer, at City Hall on Wednesday.

Primarily, Pitts said, a site is chosen for a potential parking garage that would be accessible primarily to Franklin Street and surrounding areas.

The goal, he said, is to have it ready for use by the summer of 2023.

It is still early in this process, but it is now moving forward after discussions with several stakeholders.

“We are talking about making this proposal public after presenting it first to the Parking Commission and then to City Council because they would be required to issue debt,” Pitts said during a full-capacity rally at the Roxy.

“There is a lot of interest in our downtown area. We understand that the arena project and the private development in our downtown area makes it crucial for us to do this and meet our parking needs.”

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After conversations with Montgomery County Mayor Jim Durrett, the county government will be “in some way” involved in the parking lot project, Pitts added.

The county initially paved the way and authorized funding for the F&M Bank Arena.

Pitts also touched on two other topics surrounding the parking lot conversation.

“We’ve spent the last few months brainstorming ideas related to this discussion,” he said. “One idea that we have eliminated is that of building a parking lot in the town hall parking lot.

“We have also eliminated the idea of ​​privatizing our car parks.”

Park Mobile app

City parking manager Michael Palmore provided an update on the new ParkMobile phone app, now available for use downtown.

Through the app, users pay for street or garage parking, find vacancies, track time left in their spot and more, without using a parking meter or kiosk.

Park Mobile app logo

Monthly parking permits will also be issued through ParkMobile’s payment system, making it quick and easy to renew them, according to Palmore.

As part of this partnership, ParkMobile will service 234 on-street and off-street parking spaces throughout the downtown core.

First and Second Streets will be mixed-use, allowing users to pay at the meter or via ParkMobile.

Cumberland Garages in downtown Clarksville will also be mixed-use with new ParkMobile-enabled payment machines, soon to be installed.

With unpaid parking tickets piling up at City Hall, Palmore said he hopes the new systems being implemented, along with a return to “evicting” excessive parking violators, will bring back more great solvency in the Parking Commission and that more motorists would follow the city. parking rules.

Members of the Clarksville Parking Commission include Andrea Herrera, Andy Kean, David Shelton, Ryan Bowie and Councilman Travis Holleman.

Contact Jimmy Settle at [email protected] or 931-245-0247. To support his work, sign up for a digital subscription to TheLeafChronicle.com.

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Drivers without private parking spaces could face a £70 fine as new law is considered

Drivers risk being fined £70 for parking in the wrong place under a new law consulted that there are no double yellows.

A new scheme has been drawn up which would give fixed penalty notices to those who break the rules, with consultation underway in England and Wales.

If drivers choose to park on a curb to avoid blocking a narrow road or simply for convenience, they risk a charge of £70, MoE reports.

If passed by the government, drivers could receive a fixed £70 fine notice simply for parking in the street.

A quarter of motorists said they were unsure of the rules around parking on the sidewalks.

The curb parking law is just one of many new driving laws coming into effect this year, and drivers who don’t obey could face both a Penalty Notice (PCN) and points on their license.

While some drivers might think curbside parking is just a minor infraction, sidewalks are there to provide a safe path for pedestrians.

When the sidewalk is blocked, pedestrians may be forced to use the road to bypass vehicles – and that’s a safety risk.

Alex Kindred, auto insurance adjuster at confused.comcommented on the changes and how they will affect drivers in the coming months.

He said: “What may seem like a small inconvenience to some may be a huge hindrance to others.

“But it’s important to remember that sidewalks are there for the use and safety of pedestrians only, and should therefore be respected by all other road users.

“However, without a clearer understanding of the law on on-street parking, it will be difficult to issue fines to drivers who break the rules.

“Current on-street parking laws can be quite confusing, which is why it is sometimes difficult to prosecute drivers.

“With consultations underway for England and Wales, Scotland already pioneering the path to big change, drivers should be wary of changes that could come into effect sooner rather than later.

“Councils will be given greater responsibility and penalties could be issued.

“The curbside parking laws are just one of many new driving laws coming into effect this year, with the safety of road users at the forefront.”

More than 70% of drivers said they had to park on a curb in the past, and more than two in five said they felt unsafe doing so.

The problem can be particularly dangerous for children and people with disabilities.

A number of changes have recently been made to the Highway Code, which aim to protect all road users from unnecessary dangers.

One of the rules concerned sidewalks and the potential danger that cyclists and pedestrians face when using them.

Rule 239 of the Highway Code states: “When using an electric vehicle charging station, you must park near the charging station and avoid creating a tripping hazard for pedestrians by trailing cables.

“Post a warning sign if you can. After using the charging station, you must carefully replace the cables and charging connectors to minimize the danger for pedestrians and avoid creating an obstacle for other road users.

Some changes are still pending for England and Wales, although local councils are expected to have more authority over fines for drivers.

Parking on pavements is already illegal in London and other parts of the UK.

The Scottish rulings are due to come into effect in 2023.

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Deadwood turns the wheels of the second parking lot | Local News

DEADWOOD – Parking anxiety issues will be alleviated to some extent for motorists in Deadwood as the City Commission approved a proposal by Ferber Engineering on January 18 to complete surveying services for a proposed street parking lot Miller for an amount not exceeding $15,000.

Deadwood Planning and Zoning Administrator Jeramy Russell said this project has been underway for some time.

“I think it was in the early ’90s when the city was looking at putting a garage there, and we still have those plans, but obviously they’re completely outdated,” Russell said. “Really, it’s grown over the last two years with how busy we are as a city and most residents and people who work here understand that. There is definitely a need for more parking here in Deadwood, and I think the Miller lot is going to give us the best opportunity to have that.

Investigative services for the project include: Lawrence County Courthouse research of relevant dishes, easements and deeds; locate and survey the monuments of the property to establish the boundaries of the property; complete location of public services; complete topographical survey of Miller Street and the adjacent parking lot; submit the topographical survey in formats for use by the city.

“There’s going to be a lot of work with the utilities there, especially the power lines and things like that, we’re going to have to get them underground,” Russell said. “So they’re trying to identify key places right now, where we could put transformers of some type, an electrical box that helps the equipment run underground.”

Ferber estimates completion of the fieldwork within six weeks of the contract date and completion of the bid to the city three weeks later.

“The city’s goal is to hopefully wrap this up here in the next two weeks and then I think it’s the second meeting in February, we’re hoping to get the RFP approved at the meeting. from the city commission, to come out for bid,” Russell said. “So we’re moving a bit on that. It’s definitely something the city commission has let us know, it’s kind of the top of the list.

Russell said the construction schedule for the new parking garage structure is largely dependent on the results of Ferber Engineering’s investigation and subsequent work.

“Obviously it would have to be something budgeted, so I think the earliest we would look to start construction would probably be 2023, 2024, that would be the absolute earliest,” Russell said.

The Miller Street car park currently has approximately 100 parking spaces.

“I think what we’d like to do would be, probably, a two or three level garage that would at least double or triple, so I think a safe bet would be between 300 and 400 parking spaces would be best,” said Russell said. “The Parking and Transportation Committee, what we’re looking for is something close to the capacity of our current garage, which is over 400 spaces. »

Russell said the Miller Street location had been identified as the place to house the new garage, due to the fact that it had been identified to do so in the 90s and increased activity from Sherman Street.

“We’re seeing a lot more use of this Miller Lot and I think Sherman Street is going to continue to grow, so it makes sense to have, on the other side of town, a larger capacity car park on that side, too,” Russell said. “Parking is always of the utmost importance here in Deadwood and we have explored all parking options and we just think this is the best location right now. Whatever we do, we We have to add more. We certainly understand that as a city.

Survey expenses are a 2022 budget item recommended by the Deadwood Parking and Transportation Committee on January 30, 2021.

To read all of today’s stories, click here or call 642-2761 to subscribe to our e-edition or home delivery.

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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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City Borrows $3.6 Million to Fund Parking Lot Repairs | News, Sports, Jobs


Warren City Council authorized the borrowing of $3.6 million to pay off previous repairs to the Clark Street parking lot and invest an additional $2.8 million in the structure.

City finance officer Jessica Byler said the city currently has two loans outstanding – one for the 2010 garage and then the downtown streetscape improvement loan with a total balance of 780,424. $.

She told the board that the staff proposal is to consolidate those loans with funding for additional repairs to the garage. She noted that the council received a document on the likely cost of repairs two years ago, but said “Costs have increased. (The) city could face a project of 3 million dollars.

A proposal from KeyBank offered an interest rate of 2.37% which it says will be “Hard to beat.”

She presented proposals for borrowing $3 million or $3.6 million and said the staff would prefer the amount of $3.6 million. The duration discussed was 15 years.

There was some discussion about how many years this would add to the life of the garage. Department of Public Works director Mike Holtz said the upgrades could add 10 years.

“It’s better than a mill and a coating (repaving) but it’s not a reconstruction”, he said, indicating that a rebuild of the garage would cost $10 million.

Holtz said garage usage had regained some form before the pandemic.

“These repairs won’t move anyone out of the garage,” he said.

Mayor Dave Wortman asked if part of the plan for the garage included using dollars from the state’s Redevelopment Assistance Capital Program.

“(We) can do a certain amount of work for $2.8 million,” said City Manager Nancy Freenock. “If the state approves the use of RACP, then we can do a better project. We can do more.

He also asked why staff were recommending $3.6 million, and Freenock said the goal was to keep annual debt service amounts similar to current levels.

Holtz said the work would include repairing all spalled and cracked concrete, repairing expansion joints as well as painting and repairing the tubs that hold the concrete in place.

Councilman John Wortman acknowledged the debate that still exists over whether this garage should have been built there.

“The fact is, he’s been there for 15 years. It has become an essential part of our downtown community,” he said. “We have businesses that depend on it.

“We have an opportunity here. This garage is going to be needed for the next few years.

The Board discussed that the Federal Reserve is expected to raise interest rates soon.

“Rates will only continue to rise,” Wortman said, urging action on this item to avoid failing “to act on this loan rate for something that we will already have to do in the future.”

“It’s an interest rate that won’t be there tomorrow in my opinion,” Councilman Maurice Cashman added. “If you lose that garage, I don’t know where those cars will go.

“I think the garage will absorb as much money as we frankly throw at it.”

Wendy McCain was absent from the meeting but John Wortman read her thoughts on the matter.

“Town of Warren taxpayers will repay the loan after the life expectancy of the parking lot,” McCain said. “This loan uses taxpayers’ money to pay for a lemon.”

Holtz said the project is now presented and ready to go, and staff will return to the city engineer to develop bid specifications. He said the staff did not want to do this without the funding secured.

“Right now we have the cart in front of the horse”, said Dave Wortman.

A motion to approve the loan was approved 5-1 with Dave Wortman voting in opposition.



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Progress Street Parking Garage Remains in Blacksburg Plan | Government and politics

BLACKSBURG – The city is expected to make significant additions to its parking capacity over the next few years.

The parking lot at the site of the old Blacksburg Middle School downtown — the bridge is part of a roughly $26 million project that also includes a new police station — is expected to be completed this coming spring.

Blacksburg officials also plan to add another parking lot on Progress Street, which is on the city’s capital improvement program project list for fiscal years 2022-23 through 2026-27. City Council approved the slate in a 7-0 vote last week.

As noted on a city project sheet, the Progress Street parking deck will add to a downtown parking network that includes the soon-to-be-completed structure at the site of the old college and the North End and Kent Square parking garages.

The Progress Street Bridge is expected to cost $16.6 million and its construction schedule is expected to span between the summers of 2025 and 2028, according to the project document.

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However, other details of the projects have yet to be fleshed out.

“As preliminary design is not expected to begin for three years, I cannot answer the specific questions you pose,” Deputy City Manager Chris Lawrence wrote in an email response to a reporter’s questions. from the Roanoke Times. “This will all be part of the feasibility study and detailed design work.

“As this is such a large project, the feasibility and preliminary design work is important and will help guide final decisions on scope, design, cost and final construction schedule.”

Funding for design and construction is limited to state-funded parking, according to the project brief.

“The possibility of other mixed uses and the associated design and construction costs would be pursued through a public/private partnership,” the project brief states. “Form and architectural aspects will also be considered with an emphasis on appropriate interaction with the surrounding neighborhood and Progress Street streetscape.”

The recently approved CIP includes a number of other important projects. These include community center renovations, the Brush Mountain trail system, the Huckleberry Trail bridge at Sheffield Drive and Price Fork Road, and the purchase of electric buses.

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Parking garage

The murals will disappear with the Water Street parking garage

Several colorful murals painted by local artists will disappear with the demolition of the Water Street parking ramp in downtown Binghamton.

The murals helped brighten up the otherwise dark facility that opened in 1970.

Peg Johnston, who was one of those who worked on the murals, said the Public Art Department developed the project after learning about the significant industrial history of the block where the garage was located.

Photo: Peg Johnston

Photo: Peg Johnston

Johnston noted that the murals centered on the theme that the area is the “cradle of virtual reality”. They included depictions of a Bundy time recording clock and the Link flight simulation “blue box”.

Icons representing the American Dance Asylum, which held events in the garage, were also painted on different levels of the parking lot.

Photo: Peg Johnston

Photo: Peg Johnston

Speaking on WNBF Radio Now program, Johnston said different logos were also painted to denote different levels of the garage to help people find their parked vehicles.

Johnston said artists know “a mural is not forever”. Public art, by its very nature, will be viewable for a limited time as it may be covered, affected by weather conditions or other factors.

Photo: Peg Johnston

Photo: Peg Johnston

Johnston said “it’s sad that we’re losing them because they’re pretty cool…but maybe we’ll do it again.”

A new parking lot is to be built this year on the site of the old structure.

Contact Bob Joseph, WNBF News reporter: [email protected]. For the latest story development news and updates, follow @BinghamtonNow on Twitter.

WATCH: Things from the year you were born that no longer exist

Iconic (and sometimes silly) toys, tech, and electronics have been usurped since their grand entrance, either through technological advancements or common-sense breakthroughs. See how many things on this list trigger childhood memories – and which ones were there and gone so fast you completely missed them.

LOOK: 40 discontinued and special edition Kellogg’s cereals

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Parking spaces

Clemson imposes new 15-minute parking spots downtown

By Greg Oliver

The newspaper

CLEMSON — Earlier this week, the city of Clemson reinstated all of its parking regulations that had been suspended for much of the COVID-19 pandemic.

Street parking, which had been extended from one hour to two hours, with all paid parking in garages free, is now limited to one hour, and those parking in city center car parks will be required to supply the meter .

A new parking sign in downtown Clemson tells visitors they can only stay 15 minutes.
EMILIE WILSON | THE NEWSPAPER

But the city also reminded residents to be on the lookout for new 15-minute street parking spots for anyone doing quick tasks, such as picking up orders. These spaces, all clearly marked with a sign in front of the space, were approved by Clemson City Council last year on the recommendation of the Economic Development Advisory Committee.

The resolution states that spaces will be permanently designated for 15-minute parking on a first-come, first-served basis 24 hours a day, with none to be used exclusively by a business or businesses or their suppliers, carriers, employees and / or customers. Rideshare drivers cannot perform pick-up and drop-off using the designated 15-minute parking spots or use the staging or waiting spaces.

The city’s community and economic development co-ordinator Lindsey Newton, who presented the resolution to council, said the spaces “give people access to downtown businesses, especially in a faster way.”

“Thanks to COVID, business models have fundamentally changed,” Newton said. “A year ago the curbside and curbside service – almost no one was offering it. I don’t think it was a problem a year and a half ago, but I don’t think it will change.

City Administrator Andy Blondeau said the city should probably consider hiring an additional parking attendant because of the change, as well as the new hotel being built downtown. Newton said the cost of an additional officer could come from revenue if metered parking spaces are placed downtown.

Newton said there are businesses along College Avenue and on Earle Street, North Clemson Avenue and Sloan Street “who want central space for their businesses.”

“They want it where their customers, their clients, their bosses, grab what they need and walk away,” she said.

Advice on new parking spaces

Councilor Catherine Watt said she felt the recommendation “is definitely reasonable”.

“I know older people who would love to have something downtown and don’t walk at the same pace as you or me, and they would definitely love to have those spaces,” Watt said.

Councilwoman Alesia Smith said adding 15-minute parking spaces “is a good idea.”

“It will help businesses and other members of our community who don’t have to drive around, look for parking and cause more traffic jams,” she said.

[email protected] | (864) 973-6687

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New disabled parking spaces in Oldham after ‘three year wait for spaces’

New disabled parking spaces have been approved in Oldham after some people were forced to wait almost three years for a space.

Liberal Democrat advisers previously raised the issue of borough residents waiting for disabled bays, saying the authority had not allocated any money for new bays since the 2018-19 fiscal year.

Councilor Howard Sykes, the leader of the Lib Dem group, had said there was a backlog of 80 people awaiting assessment to see if they were eligible for a parking space.

He added that some residents had to wait “almost three years” for a place.

Handicapped parking spaces require the area designated as a bay to be painted on the freeway and then a traffic control order (TRO) issued.

Now 25 successful applications have been processed from the backlog after the introduction of a limited number of bays in 2021.

Creating the new bays will cost the authority £20,000 from its motorways budget, with annual maintenance costs amounting to £2,400.

Officers are to review the remaining 82 applications in the new year to identify which other bays will be granted.

A council report says the motorways team receives around 70 requests a year for on-street disabled parking from residents who find it difficult to park near their homes.

“This can cause considerable stress and cause additional physical suffering,” officers say.

“It is considered that the only effective way to help residents with disabilities is to provide people with disabilities with on-street parking close to their property.

“This will allow these residents to more easily access their properties and improve their mobility and quality of life.

Department for Transport figures show 9,613 Blue Badges took place at Oldham in 2020.

People with learning disabilities, mental health issues and other hidden disabilities can now apply for a blue badge after the program was updated in August 2019.

The board’s website states that “due to limited financial resources, it is only possible that applications will be considered annually if funding is available.”

Councilor Barbara Brownridge, cabinet member for wards, previously said the council was receiving a “large number of requests” for disabled parking spaces.

And she said that in the first year of the pandemic, officers responsible for processing applications had been deployed in other functions.

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Deadline for submitting ideas for creative bicycle parking structures is approaching

the Atlanta Department of Planning seeks ideas for creative bicycle parking structures, including amenities such as bicycle racks, performative art, and bicycle repair stations. Applicants can choose to submit from three types of awards and be judged through a competitive application process.

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Applications are open to community organizations, including neighborhood associations, advocacy groups and professional associations and must be submitted online by December 31, 2021. Based on the scoring criteria, conditional rewards will be awarded to the best projects, which will then have to bring together support from the neighborhood to move the project forward. Once the final awards are announced, the City will partner each recipient with an artist to develop and implement custom artwork for each award location.

According to the City’s website, the three types of bicycle parking structures include:

  • Bike Corral – Bike corrals are the conversion of an on-street parking space into a bike parking structure. City of Atlanta corridors with existing on-street parking are eligible for this type of award.
  • Sidewalk-Level Bicycle Parking – Sidewalk parking will use the sidewalk or furniture area for creative bicycle parking. Sidewalks must be at least 8.5 feet to be considered.
  • Open Space Bicycle Parking – Open space parking ideas include a destination in the City-owned public park. However, private properties or open spaces owned by other public bodies are not eligible destinations.

Project rating criteria include:

  • Priority equity areas (low to moderate income areas)
  • Destination (local shopping districts, main street districts, Friends of Park affiliation with city parks).
  • Cycling facilities (adjacent to existing cycle paths or paths).

According to the City’s website, the Bike Parking Structure competition is part of the Love our places initiative to reimagine Atlanta’s public spaces through small, low-cost, high-impact projects across the city. Past projects have included art-filled crosswalks and redesigned parking spaces as street food options.

Source: Official
Source: Official

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Parking garage

David Stamps: Comments on the changes to the parking lot | Letters to the Editor

Laconians have always hated using the parking lot. Few of the proposals address this fundamental problem.

The second floor is not designed to facilitate parking; with steel vertical supports, it’s like stepping into a jungle gym. Indoor parking and turning radii are terrible for most cars. That alone will ensure that Laconia will continue to hate parking there.

Without a public toilet, the interior stairs will continue to function as a public urinal.

It’s all well and good to say that there will be better lighting and better security, but within two years the cameras will not work or be removed because the police do not have the staff to monitor. Without cameras, there will be no sense of security and no possibility of examining a problem. The lights will probably not be maintained. At least there should be two public safety kiosks with visible blue light and automatic one-button dialing, as is the case on most college campuses.

On the third floor, without lights or cameras and without 24-hour surveillance, it will continue to be a meeting place for young people, the homeless and drug addicts.

The garage is not in the right place. It acts as a barrier and not as an invitation. The entrance to the ramp is unsafe for pedestrians without a sidewalk on the west side of Beacon Street East. Visually, this confuses motorists who are immediately confronted with a narrow lane obscuring a main street or a sharp S-turn to the right or left. Street parking on Beacon Street helped calm traffic, but overall the structure reveals nothing of the skyline when approached from the south. It’s beautiful from a pedestrian perspective, but motorists don’t have time to appreciate the great work done by parks and recreation.

Signage will not solve the problem of the abruptness of the access ramp. The wide-open Rotary Park takes the eye off the ramp, which also contributes to pedestrian safety concerns.

It seems that Laconia is not shaken up well. Instead of building a parking lot below in the middle of the town hall parking lot with open prestressed concrete floors and ceilings, we are only offered lipstick on a sow. There were several public hearings in 2005, but they were ignored. This is the real box that gets kicked out on the road. Laconia hasn’t done any real planning for downtown traffic and parking since the Big Air ideas were introduced by professional planners for Laconia’s main street.

Consider removing the top story of the existing garage and replacing the ceiling on the second story with a roof that doesn’t require all of the interior steel brackets. Laconia may hate the garage a little less.

Aside from the middle of the holiday season, people may have skipped the public hearing because they didn’t like the ideas forced on them by city council. Why doesn’t the public have the opportunity to review the suggestions before finalizing the design? I never found the plans before the hearing, there should have been an obvious homepage link. Ultimately, parking and traffic should be discussed at the downtown level master plan level given the enormity of all the recent changes.

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Parking garage

When will the repairs to the Buchanan Street parking lot in Lafayette be completed? | News

The first phase of repairs to the downtown Lafayette Buchanan Street parking lot is expected to be completed in January.

The six-story structure built in 1981 was abruptly closed in October 2018 after it was deemed unsafe, exacerbating parking problems for patrons of the nearby Lafayette Parish Courthouse as there is plenty of street parking. near the courthouse were then reserved for courthouse employees who used the garage.

It is not known when the parking garage will reopen.

Buchanan Street parking garage repairs begin Tuesday

The plans for Phase 2 are expected to be delivered in January, unless unforeseen circumstances arise, according to city engineer Fred Trahan.

Phase 1 involves structural repairs to the parking garage, as well as sanding and painting the exterior of the structure and installing an impact resistant cable system.

Downtown EDD Board of Directors Approves Economic Development Fund Application Process

Corrosion damaged more than half of the steel beams and columns that support the floors of the 344-vehicle parking garage.

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Mayor-President Josh Guillory signed an emergency declaration in March 2020 after an engineer report revealed advanced to severe corrosion in the latches that connect some of the 200 panels to the garage itself. The panels were removed to lighten the load on the structure.

Phase 1 is expected to cost just over $ 1.6 million.

A downtown Lafayette performing arts center? DDA wants to get there, has the site in mind

Phase 2, Trahan said in an email response to the questions, is expected to include repairs or replacement of elevators, as well as repairs to stairwells and the electrical system, at an estimated cost of $ 1.6 million. of dollars. The second phase can also include interior painting for an estimated cost of $ 500,000 to $ 800.00.

If interior painting is not allowed, he said, the final design of the elevator and stairwell work could allow part of the parking garage to be used during construction. This decision will be made once the final elevator and stairwell designs are completed.

Lafayette could house a new Louisiana music museum

The parking lot was closed in 2018 shortly after the parish’s former city council rejected a proposal from then-mayor Joel Robideaux that the city buy the structure from the parish. Some council members saw this decision as a way to help the budget of the struggling parish.

Robideaux then issued a request for proposals to redevelop the parking garage and other nearby properties – some not owned by LCG – into a mixed-use development with residences and businesses. It received four proposals in 2019, but took no action after determining that none of the proposals were financially viable.

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Parking garage

Charlottesville’s proposed CIP takes money for West Main, a parking lot

CHARLOTTESVILLE, Va. (WVIR) – The Charlottesville Planning Commission received the draft five-year capital improvement plan on Tuesday, December 14. The proposal includes a large part of the funds intended for a project deemed essential.

The first dollars for a massive school reconfiguration project could be spent in 2023: $ 2.5 million is expected to be spent on the project that year, with the big dollars in place for fiscal year 2024 – that’s when – where $ 72.5 million is set aside as a placeholder.

To do so, the city would have to abandon two projects: the West Main Streetscape – an expense of $ 18 million – and the 7th Street parking lot – an expense of $ 5.6 million.

The proposed city plan would spend nearly $ 700,000 on repairs to the Market Street garage.

Senior Budget and Management Analyst Krisy Hammill says the plan, while not yet officially approved, is aligned with the city’s leadership values.

“This plan continues to exemplify and put funding where the board has said to be its top priorities,” she said. “Looking at the five-year totals, education would be number 1, affordable housing would be number 2, and transportation and access would be number 3.”

Over the next five years, more than $ 88 million is expected to be spent on education projects, about $ 34 million for affordable housing and about $ 20 million for transportation and access.

Another change in the plan for fiscal 2023 is to add $ 1.2 million to deal with increases in construction costs for the bypass fire hall.

Hammill spoke about the money left in the parking structure account and the deal Charlottesville has with Albemarle County.

“The message and the decision was clear that there likely won’t be a parking structure in the future, which is why funding has been cut,” said Hammill. “However, the final decisions in terms of what will be necessary or required to fulfill our obligations to the county have also not been made. So the money left in this account will give us the flexibility to leave that deal and those conversations take place. If all those dollars weren’t needed, then they would go back to the board for the board to redistribute into the PIC. “

She also discussed the impact of a possible special city-wide sales tax.

Related: Lawmakers Discuss Possibility of Charlottesville Sales Tax Paying for School Reconfiguration

Related: How Charlottesville Plans To Use Taxpayer Money For School Reconfiguration

“We could use all that money to pay for the school reconfiguration project and pay for it using that money over a very short period of time, or certainly to pay all the debt service, and we probably wouldn’t have to increase.” taxes to pay for that, ”she said.

Copyright 2021 WVIR. All rights reserved.

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Amherst Councilor Holds Vote Authorizing Parking Garage

AMHERST – Decisions on zoning changes to create a parking overlay district in downtown Amherst and to require mixed-use buildings to have a minimum of commercial space on the ground floor, are delayed to the prerogative of a municipal councillor.

At Monday’s city council meeting, where four zoning amendments were being considered, District 5 Councilman Darcy DuMont asked for two of the items to be deferred.

City Manager Paul Bockelman said on Tuesday that the two postponed zoning changes are on the agenda for a meeting of the City Services and Outreach Committee at 5:30 p.m. Thursday, although he added that he there was uncertainty as to whether votes would be held that evening.

Zoning changes are also on the agenda of a ‘four-town’ meeting on Saturday where regional school issues, including the assessment formula that will determine how much each community will pay towards the regional budget next year, are being discussed by representatives of Amherst, Shutesbury, Leveret and Pelham.

To pass the zoning changes, nine of 13 councilors must vote in favor to meet the necessary two-thirds threshold under state law.

The city charter also provides that after an initial request for a deferral, four councilors en bloc can request a second deferral. If that happens, Bockelman said the vote on the zoning changes would take place on December 20.

At-Large Councilor Alisa Brewer said she was frustrated that DuMont’s actions threw the voting process for or against the zoning amendments into chaos.

City Council unanimously approved the first zoning amendment before it, which will extend temporary Section 14 until December 31, 2022. This allows outdoor dining and other pandemic-era protocols to stay in place to support local businesses.

Councilors also voted 12 to 1, with only DuMont voting against, to approve a series of new parking and access requirements for homes.

The delayed regulations generated the most conversation, with residents on North Prospect Street worrying about the new overlapping ward that would apply to city-owned parking between North Pleasant and North Prospect streets to accommodate the second downtown parking lot .

Harry Peltz of North Prospect Street said the rezoning rush, without the support of neighbors, will hurt the city rather than help it.

Ira Bryck of Strong Street said a parking lot would disturb the tranquility of the neighborhood.

Claudia Pazmany, executive director of the Amherst Area Chamber of Commerce, however, spoke out in favor of the need for parking for businesses.

With respect to changes to mixed-use buildings, councilors appeared to favor requiring that 30% of the ground floor area be commercial.

District 1 Councilor Cathy Schoen said having around half of the ground floor non-residential is a good thing, although an amendment to raise the requirement to 40 per cent has narrowly missed, 7-6.

To Grand Councilor Mandi Jo Hanneke pointed to an analysis of retail, carried out before the pandemic, which found that too much retail space would create empty storefronts, and these vacancies would prove detrimental to city centers and villages. Hanneke said the analysis showed there is a demand for about 12,000 to 15,000 square feet of retail space across the city.

If the bylaw is approved, District 5 Councilwoman Shalini Bahl-Milne said it would improve on existing rules, which require no minimum percentage of commercial area in mixed-use buildings.

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Parking garage

Amherst council assaulted as parking garage moves forward

AMHERST – A series of zoning changes, including one that could provide the opportunity for a private developer to build the second parking garage in downtown Amherst, continues to move forward.

Despite numerous oral and written calls for city council to stop the rezoning process – one resident comparing the scheduling of many public meetings during the holiday season to Chicago-style politics ‘shenanigans’ – councilors held the premieres readings on zoning changes Monday.

Council President Lynn Griesemer said when voters adopted the city’s new charter in 2018, they wanted full-time, year-round government. The council, Griesemer said, has an obligation to put each of the zoning changes to positive or negative votes, and not wait for the new council to sit in January.

During the public comment period, which lasted approximately 90 minutes, many residents of the North Prospect Street neighborhood objected to a proposed overlay neighborhood for the construction of a parking lot in the parking lot between North Pleasant and North Pleasant Streets. North Prospect, adjacent to the private CVS Pharmacy lot.

Critics have argued that the rezoning is sponsored by District 3 Councilor George Ryan and District 4 Councilor Evan Ross, whose terms will end in January after being defeated in nominations for re-election. Councilors put forward the idea of ​​a second garage to join the Boltwood parking garage as part of a Destination Amherst plan in coordination with the Amherst Business Improvement District and the Area Chamber of Commerce. ‘Amherst.

Griesemer said there was no evidence the community was against the parking lot.

“The argument that people have spoken needs further consideration,” said Griesemer, observing that Ross and Ryan were only 50 votes combined to win a second term.

The parking facility overlay district would not change the underlying general zoning district from the residence to the business headquarters, but would establish specific guidelines for the use of the site only for a parking garage. Other zoning changes under discussion include extending alfresco dining and other pandemic-related initiatives until 2022, lowering the threshold in mixed-use buildings to 30% commercial space, and lowering the threshold in mixed-use buildings to 30% commercial space and have specific parking requirements for all dwellings.

Senior planner Nathaniel Malloy said that with the parking lot rezoning, a 270-space garage could fit on the site and be similar in size to the one in downtown Greenfield.

General Councilor Andy Steinberg said the rezoning was only to allow the site to be used for a garage. Steinberg said if other sites for a garage were looked at it would be the responsibility of a future council.

Centralizing parking is a concept supported by At Large Councilor Mandi Jo Hanneke, who said she wants protections for the city and neighborhoods as well. These could be subject to conditions in the call for tenders for the new car park.

District 4 Councilor Steve Schreiber said a well-designed parking garage could be nicer than a deteriorating paved lot.

But District 3 Councilor Dorothy Pam said she would never accept a parking garage built in front of 19th-century homes.

“There is no way to make a parking structure compatible with a historic district,” Pam said, adding that she saw a flawed process. “It’s ruinous for the adjacent residential neighborhood.”

District 1 Councilor Sarah Swartz said councilors must listen to neighbors and moving parking near homes is hypocritical action after councilors voted to eliminate parking in front of town hall as part of the move. the restoration of North Common.

Many who spoke criticized the council for pursuing zoning changes after the election. Barbara Pearson of Paige Street said the busy schedule of meetings reminded her of Mayor Richard J. Daley’s boss-style Chicago politics. “I can’t think of a good reason why this is happening,” Pearson said.

“It doesn’t have to be,” said Rani Parker of 24 North Prospect, who requested a community impact assessment before the zoning change.

Harry Peltz of 32 North Prospect called the zoning changes “hasty judgment” and said too little research was being done. Likewise, Suzannah Muspratt of 38 North Prospect said the board is shortening normal procedures. and Jay Silverstein of 32 North Prospect said the residents were “cheated”.

Ira Bryck of Strong Street said council is making zoning changes without transparency and should take a break until new councilors are sworn in. He was joined by Ken Rosenthal of Sunset Avenue, who said any action should be delayed until January.

Defenders of the parking lot, including Sharon Povinelli, a North Amherst resident who co-owns AJ Hastings, called on councilors to act. “Businesses need destination parking,” Povinelli said.

BID Executive Director Gabrielle Gould said the zoning change was meant to look to the future and more parking could lead to the success of restaurants, performing arts venues, including the relaunched future Drake. and an expanded Jones library.

At Large Councilor Alisa Brewer said one of the lingering questions was whether the Boltwood Parking Garage, opened in September 2002 with a surface level and a basement level, could easily have additional parking floors . It is understood that the garage was built in such a way that it could accommodate such an extension. Planning director Christine Brestrup said the city would likely need to hire a structural engineer to determine the feasibility of adding floors.

Brewer also noted that the idea of ​​building a parking lot in the Amity Street parking lot across from the Jones Library, where the Amherst Academy once stood, is often mentioned. Brewer said it is possible that the deed restrictions prohibit building a garage there. The poet Emily Dickinson and the founder of Mount Holyoke College, Mary Lyon, were both taught at this school.

Scott Merzbach can be contacted at [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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According to recent accounts, many parking spaces are not in use

Submitted photo

Many of those who drive to campus every day may not be aware of some parking options that aren’t as crowded as those closer to the heart of campus.

During the first days of November, Transit and Parking counted empty parking spaces in specific areas of the campus that included student lots, commuter parking, and faculty and staff lots. The tally revealed that of the more than 14,000 parking spaces on campus, more than 2,000 spaces are open during the busiest times.

Students may find plenty of space available in Lot 56, while faculty and staff will find open parking in areas such as Lots 54, 78 and 78A.

Lot 99, with 1,100 parking spaces, also has many spaces open every day. It is located south of the main part of the campus and is open to any current holder of a parking permit.

Razorback Transit serves lots 56 and 99, as well as several other parking areas on campus. You can see the campus parking plan for details.

The recent tally reminds us that the numbers don’t exactly support the claim that there isn’t enough parking at the university.

In order to determine a minimum number of available parking spaces, the count was made on Monday and Tuesday mornings (when the largest number of classes meet and the campus is most crowded).

Obviously, more parking is available at other times when fewer people are on campus.

Specifically, the count of vacant parking spaces showed that 1,638 parking spaces were not used in the student parking lot and in the commuter parking lots.

During the same period, 438 parking spaces for professors and staff were available (in the yellow lots on campus).

This means that during the busiest times, 35% of parking lots for students and commuters and 24% of parking lots for teachers and staff are vacant.

They finished the count on the mornings of November 1, 2, 8 and 9. It included the count of vacant spaces in lots 1, 15, 15A, 36, 36B, 37, 38, 41, 42, 44, 45A, 45B, 45C. , 46E, 47N, 47W, 51, 52, 53, 54, 55, 56, 56D, 57, 57A, 58, 62, 62A, 69, 74, 75, 78, 78A, 78B, 80, 83 and 99. Vacant Spaces for teachers and staff have also been counted in the Meadow Street parking garage. You can see them on the campus parking plan.

Naturally, most of the open parking spaces are in the parking lots farthest from the center of the campus.

This does not mean that some parking lots are not full, as some are. This also does not mean that the covered car park and the reserved car park are never close to their capacity because they are (the count does not include the main garages and the reserved car park).

Those who park further away often take the Razorback Transit buses that go to the parking lot. For more information, you can consult the bus lines schedule or use the Go GO! application.

Transit and Parking understands the unique logistical issues that affect the parking and morning commutes of thousands of people, and is always open to feedback from motorists on campus. Slight changes are made every year. The university regularly reviews parking availability, along with ideas and suggestions, and if a change is warranted and feasible, it can be implemented.

For more information on campus parking issues, you can check out Transit and Parking’s Frequently Asked Questions.

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Amherst council assaulted as parking lot moves forward

AMHERST – A series of zoning changes, including one that could provide the opportunity for a private developer to build the second parking garage in downtown Amherst, continues to move forward.

Despite numerous oral and written calls for city council to stop the rezoning process – one resident comparing the scheduling of many public meetings during the holiday season to Chicago-style politics ‘shenanigans’ – councilors held the premieres readings on zoning changes Monday.

Council President Lynn Griesemer said when voters adopted the city’s new charter in 2018, they wanted full-time, year-round government. The council, Griesemer said, has an obligation to put each of the zoning changes to positive or negative votes, and not wait for the new council to sit in January.

During the public comment period, which lasted approximately 90 minutes, many residents of the North Prospect Street neighborhood objected to a proposed overlay neighborhood for the construction of a parking lot in the parking lot between North Pleasant and North Pleasant Streets. North Prospect, adjacent to the private CVS Pharmacy lot.

Critics have argued that the rezoning is sponsored by District 3 Councilor George Ryan and District 4 Councilor Evan Ross, whose terms will end in January after being defeated in nominations for re-election. Councilors put forward the idea of ​​a second garage to join the Boltwood parking garage as part of a Destination Amherst plan in coordination with the Amherst Business Improvement District and the Area Chamber of Commerce. ‘Amherst.

Griesemer said there was no evidence the community was against the parking lot.

“The argument that people have spoken needs further consideration,” said Griesemer, observing that Ross and Ryan were only 50 votes combined to win a second term.

The parking facility overlay district would not change the underlying general zoning district from the residence to the business headquarters, but would establish specific guidelines for the use of the site only for a parking garage. Other zoning changes under discussion include extending alfresco dining and other pandemic-related initiatives until 2022, lowering the threshold in mixed-use buildings to 30% commercial space, and lowering the threshold in mixed-use buildings to 30% commercial space and have specific parking requirements for all dwellings.

Senior planner Nathaniel Malloy said that with the parking lot rezoning, a 270-space garage could fit on the site and be similar in size to the one in downtown Greenfield.

General Councilor Andy Steinberg said the rezoning was only to allow the site to be used for a garage. Steinberg said if other sites for a garage were looked at it would be the responsibility of a future council.

Centralizing parking is a concept supported by At Large Councilor Mandi Jo Hanneke, who said she wants protections for the city and neighborhoods as well. These could be subject to conditions in the call for tenders for the new car park.

District 4 Councilor Steve Schreiber said a well-designed parking garage could be nicer than a deteriorating paved lot.

But District 3 Councilor Dorothy Pam said she would never accept a parking garage built in front of 19th-century homes.

“There is no way to make a parking structure compatible with a historic district,” Pam said, adding that she saw a flawed process. “It’s ruinous for the adjacent residential neighborhood.”

District 1 Councilor Sarah Swartz said councilors must listen to neighbors and moving parking near homes is hypocritical action after councilors voted to eliminate parking in front of town hall as part of the move. the restoration of North Common.

Many who spoke criticized the council for pursuing zoning changes after the election. Barbara Pearson of Paige Street said the busy schedule of meetings reminded her of Mayor Richard J. Daley’s boss-style Chicago politics. “I can’t think of a good reason why this is happening,” Pearson said.

“It doesn’t have to be,” said Rani Parker of 24 North Prospect, who requested a community impact assessment before the zoning change.

Harry Peltz of 32 North Prospect called the zoning changes “hasty judgment” and said too little research was being done. Likewise, Suzannah Muspratt of 38 North Prospect said the board is shortening normal procedures. and Jay Silverstein of 32 North Prospect said the residents were “cheated”.

Ira Bryck of Strong Street said council is making zoning changes without transparency and should take a break until new councilors are sworn in. He was joined by Ken Rosenthal of Sunset Avenue, who said any action should be delayed until January.

Defenders of the parking lot, including Sharon Povinelli, a North Amherst resident who co-owns AJ Hastings, called on councilors to act. “Businesses need destination parking,” Povinelli said.

BID Executive Director Gabrielle Gould said the zoning change was meant to look to the future and more parking could lead to the success of restaurants, performing arts venues, including the relaunched future Drake. and an expanded Jones library.

At Large Councilor Alisa Brewer said one of the lingering questions was whether the Boltwood Parking Garage, opened in September 2002 with a surface level and a basement level, could easily have additional parking floors . It is understood that the garage was built in such a way that it could accommodate such an extension. Planning director Christine Brestrup said the city would likely need to hire a structural engineer to determine the feasibility of adding floors.

Brewer also noted that the idea of ​​building a parking lot in the Amity Street parking lot across from the Jones Library, where the Amherst Academy once stood, is often mentioned. Brewer said it is possible that the deed restrictions prohibit building a garage there. The poet Emily Dickinson and the founder of Mount Holyoke College, Mary Lyon, were both taught at this school.

Scott Merzbach can be contacted at [email protected]

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Low bid for new downtown Wheeling parking garage is $ 12.3 million | News, Sports, Jobs

This artist’s concept drawing by the Mills Group shows the planned design of the new City of Wheeling parking lot to be built at the corner of 11th and Market streets in the downtown area. (Image provided)

WHEELING – Bids to build the proposed parking structure on Market Street have been received, and Wheeling City Council members are due to meet today to consider a first reading of an order to award to the lowest bidder saying a contract of nearly $ 12.3 million.

A special council meeting was scheduled to take place today at noon in the council chamber of the City-County building for the sole purpose of discussing the new legislation and holding a first reading of the new ordinance. The legislation allows City Manager Robert Herron to spend $ 12,297,777 with Carl Walker Construction of Pittsburgh on the construction of the new Market Street parking garage on the corner of 11th Street in downtown.

A second reading and final approval of the ordinance is expected to take place at the next regular Wheeling City Council meeting on December 7.

On Monday, Herron said the special meeting was being held because timing is crucial in controlling the costs of large projects like this.

“Due to the current construction market and the potential for price changes, we have a 30-day suspension on bids, so the special meeting for the first reading,” Herron said.

In order to generate funds for the project, the city recently approved legislation allowing the issuance of rental income bonds through the newly activated Wheeling Municipal Building Commission. Project bonds are expected to close on Dec. 16, according to the city manager.

Herron described Carl Walker Construction as a highly regarded contractor who submitted the lowest bid among the four companies that submitted bids for the project. Other offers included an offer of $ 16,730,000 from Thomarios, a contractor with offices in Pittsburgh, Pa., And Akron, Ohio; an offer of $ 15,284,000 from Cps Construction Group of Cranberry Township, Pennsylvania; and an offer of $ 17,173,000 from Colaianni Construction of Dillonvale.

“The lowest bidder is an experienced parking structure contractor, and the supply is very good – very close to where we thought it would start out,” Herron said. “The architect’s estimate and our budget for the tenders was $ 13,023,000. “

There are additional costs associated with the construction, the city manager explained. Materials testing costs during construction are estimated at an additional $ 45,000, and garage access and traffic control are expected to cost an additional $ 250,000, he said. This still brings the total construction costs to $ 12,592,000, which is in the original budget.

During recent council meetings, city leaders had received criticism from the public over the escalating costs of the project, which is being completed to facilitate a $ 30 million private investment in the former headquarters. of Wheeling-Pittsburgh Steel. The vacant 12-story structure is being converted into an apartment complex that will be known as Historic Wheeling-Pitt Lofts, a project by owner Access Infrastructure LLC of Dr John Johnson and developer Steve Coon of Coon Restoration and Sealants.

The six-story parking garage will provide necessary parking for tenants in the 120-apartment complex, and it will provide additional parking for other downtown businesses. The ground floor of the parking garage is expected to have retail units that should eventually be filled with businesses that support the additional influx of downtown residents.

Officials have touted the developers’ claim that there is a great need for new residential options in downtown Wheeling.

Initial projections for the overall cost of the Market Street parking structure ranged from $ 13 million to around $ 17 million, as concerns about construction costs during the supply chain crisis and geotechnical issues on the site have resulted in escalating cost projections.

In addition to construction costs, the City authorized an expenditure of $ 194,800 to hire the Mills Group to perform architectural services for the design of the parking structure. The city has also authorized the expenditure of $ 475,000 with Raze International of Shadyside for the asbestos removal and demolition of the vacant Chase Bank building on Market Street, where part of the new parking structure will be installed.

“Asbestos removal is complete and demolition is imminent,” Herron said Monday, noting that a follow-up meeting with Raze officials had been scheduled this afternoon. “Construction of the parking structure, if approved by city council, should start right after the first of the year. “

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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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Wheeling City Council plans to fund Market Street parking garage | News, Sports, Jobs

This artist’s concept drawing by the Mills Group shows the planned design for the new City of Wheeling parking garage to be built at the corner of 11th and Market streets downtown. (Picture provided)

WHEELING — City of Wheeling officials are moving forward with legislation to put in place funding for the construction of the planned Market Street parking garage.

This week, members of the Wheeling City Council are due to hear a first reading of an ordinance to fund the cost of the new parking lot at Market and 11th streets through the issuance of rental income bonds from an aggregate principal amount not to exceed $19.5 million.

City Manager Robert Herron noted that the ordinance wording for the bonds includes a maximum funding amount relative to the projected cost of the project, which city officials say will likely cost between $16 million and $17 million. dollars.

The new parking structure is being built to accommodate a private investment from Access Infrastructure to create a new apartment complex inside the city’s tallest building, the former headquarters of Wheeling-Pittsburgh Steel on Market Street. This private investment is expected to exceed $30 million, and city leaders plan to support retail businesses once tenants begin to fill Wheeling-Pitt’s historic lofts.

A portion of the new parking structure will be dedicated to tenants of the new loft apartment complex, while additional parking will be available within the six-story structure for visitors to downtown Wheeling. Street-level retail spaces have been incorporated into the design of the city’s new parking structure.

The new ordinance to establish funding for the parking structure also provides for the property at 1104 and 1114 Market Street to be transferred from the Ohio Valley Area Development Corporation – the nonprofit entity used by the city to facilitate real estate transactions – to the Wheeling Municipal Building Commission – the newly invigorated committee that is responsible for directing major building projects for the city.

A first reading of the new ordinance is expected to take place at Tuesday evening’s council meeting, with a second and final reading of the legislation scheduled for the November 2 council meeting.

Before construction of the new parking structure could begin, the vacant Chase Bank building on Market Street would have to be demolished and removed. Shadyside’s Raze International has been awarded a $475,000 contract to tear down the building where the new parking lot will be. Officials said asbestos removal was being completed at the site and the building was due to be razed before the end of the year.

During the last meeting of the municipal council, a citizen spoke out against the involvement of the City in the construction of a new parking lot for private development. Wheeling resident Julia Chaplin asked why Coon Restoration and Sealants – the developer of the Historic Wheeling-Pitt Lofts project by Dr. John Johnson and Access Infrastructure – did not pay for the parking needed by their tenants.

“Why didn’t they include in their proposal to build the installation plans for a garage?” Chaplin asked city leaders. “Basically, we’re as a city paying for its garage that won’t be self-funding, as the mayor said. As taxpayers, we subsidize this development corporation.

Another ordinance involving tax liabilities for a city-owned parking lot is also expected to be introduced on Tuesday. The legislation – described in legal language very similar to the Market Street Parking Garage Project Ordinance – provides for the issuance of rental income bonds in an aggregate principal amount not to exceed $3 million for the Center Wheeling parking garage project.

On Friday, Herron explained that planned improvements to Center Wheeling’s parking structure had been underway for some time, and when the Ohio Valley Medical Center was operating, the tax increment funding district around the property generated a potential pool over $4. million for investment. However, after OVMC ownership changed hands from Alecto to MPT and eventually to the City of Wheeling, the TIF District stopped generating the revenue that would be needed to repay the money if it was used for improvements to the car park.

The TIF district is still in place at the OVMC site, and if the buildings are sold to a private developer, additional funding would again be generated, the city manager said.

City leaders continue to seek potential tenants and buyers for vacant buildings on the OVMC campus. A tenant who had maintained occupancy after the city acquired the property last year recently moved out, Herron noted. This summer, Northwood Health Systems opened its new, state-of-the-art, 28,000 square foot behavioral health clinic adjacent to the company’s administrative offices at the corner of 19th and Wood streets. Herron reported earlier this month that Northwood had officially moved out of the space he used at OVMC after moving into his newly built facility.

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Sarasota to Increase Rates for Certain Parking Spaces at St. Armands Circle

The City of Sarasota will slightly increase the rates for some of the parking spaces at St. Armands Circle starting next week. The city is also adjusting the hours people have to pay for on-street parking.

The city says the changes mean that the hours and prices of the St. Armands Parking District will align with those in downtown Sarasota.

“The adjustments to the St. Armands parking lot will ensure consistency with the downtown paid parking and are necessary to meet the tax liability requirements that funded the construction of the St. Armands garage,” the city said in A press release.

All on-street parking spaces in the neighborhood that require payment will have a rate of $ 1.50 per hour. Currently, some of the spaces cost $ 1.50 per hour, while others cost $ 1 per hour.

Following:Sarasota to review proposals to develop city-owned land near St. Armands Circle

Restaurant news: Lobster spot opens at St. Armands Circle in Sarasota

As of next week, on-street parking meters will be in service from 10 a.m. to 8 p.m. Monday to Saturday, excluding holidays. Currently, the meters are in service from Monday to Friday from 9 a.m. to 8 p.m.

“We are moving to a single zone, single rate program in St. Armands,” said Mark Lyons, the city’s general manager of parking, in the press release. “With over 700,000 transactions since start-up, data shows that 85% of on-street parking users in St. Armands currently choose to use spaces at $ 1.50 per hour. The rate change will ensure consistency throughout the St. Armands parking district and downtown system, making it easier to use.

When using the Park Mobile app or pay kiosk, free 10-minute on-street parking will be provided in the St. Armands parking area, according to the press release.

The prices of the St. Armands garage will become consistent with those of the two downtown parking garages. The first two hours will be free, the third hour will be $ 3, and each additional hour will be $ 1 or a portion thereof.

The rate for the Fillmore Lot will be reduced from 75 cents an hour to $ 1 an hour or part thereof.

Approximately 150 free on-street parking spaces along the northern and southern Presidents boulevards will remain free.

Anne Snabes covers city and county government for the Herald-Tribune. You can contact her at [email protected] or (941) 228-3321 and follow her on Twitter at @a_snabes.

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$ 4 million New Hope parking garage: dozens of people ask questions and offer feedback

NEW HOPE, PA – The New Hope Borough Council hosted the first public forum on a four-story parking garage project in the borough on Wednesday evening. Dozens of residents came to view current plans and offer feedback in a one-on-one discussion with consulting and design professionals.

Plans for the proposed $ 4.5 million parking garage began in December, when New Hope acquired a $ 1.75 million grant from the state’s capital redevelopment assistance program. New Hope hired THA Consulting to write an engineering and architectural proposal.

At present, the scope of the project will include approximately 325 spaces, a possible reception floor on the roof, a potential loading and unloading area on the ground floor and various utilities within the structure for future uses. , including provision for recharging electric cars.

The parcel is bounded by Stockton Avenue, Hardy Bush Way, and Union Square, accessible from Route 202. The company also provided possible measurements for the structure, claiming that the height of the building would be approximately 28 feet on the east sides and south, about 38 feet on the west side, and between 28 and 38 feet on the north side. As proposed, the building’s elevator tower will extend approximately 17 feet above the parapet.

The parking lot was proposed in part to deal with the high tourist traffic in New Hope, and the THA believes it could reduce the flow of cars on North Main Street. Street parking in the borough can be difficult to find.

“We lose reservations, we lose tables because it takes people 45 minutes and then they decide to go home and lose the table,” said Graham Lundeen, front desk and bar manager at Martine’s RiverHouse restaurant on Ferry Street at Bucks County Courier. Times. “And I know that is true in all areas.”

However, some residents have expressed concerns that the garage could lead to unwanted crowding or interfere with the city’s aesthetic sensibilities.

David Minno, of the architecture firm of Lambertville Minno & Wasko, offered possibilities that can make a large industrial structure less of an eyesore.

“We understand New Hope is a historic town, but garages are not historic structures,” he said. “There were no parking lots 100 years ago.”

Minno provided reference photos of historic, contemporary and transitional parking garage designs for residents to review and comment on.

“We can try to implement some of these ideas in the final design of the structure,” he explained.

Designs of historic garages can use brick materials, arches and paneling; contemporary garages can use an offset screen with a graphic to cover the scaffolding and create a more aesthetic building; transitional designs use stucco and false windows to bridge the gap between traditional and modern sensibilities.

(Kate Fishman / Patch)

One participant, Joe Balderston, remains skeptical whether the demand for a parking garage is worth the scale of the project. He brought a notice board with him to the meeting, displaying photos of an existing borough parking lot near the proposed site, taken during the weekend afternoons in August and early September of This year.

Joe Balderston presented these photos of Gordon H. Nieburg at the meeting. (Kate Fishman / Patch)

Balderston claimed the parking lot was empty in each of those photographs. He would prefer the existing lot to be extended on the west side or for the garage to have one story instead of four.

“It will drastically reduce costs,” he said. “We don’t know what the maintenance of a parking lot will be.”

A resident asked if the parking garage could be transformed into another type of building, such as apartments, if it was not in use. Minno said this possibility had not been discussed.

The borough intends to use the comments of the residents of the evening to inform the direction of the project. Stronger designs will be presented at future city meetings, which will include opportunities for public comment.


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Boscov car park in Binghamton town center will be rebuilt

BINGHAMTON – Much of the deteriorating downtown real estate is ready for a major renovation in Binghamton.

Mayor Richard David on Wednesday announced plans to demolish the Water Street parking garage and build a mixed-use parking and housing park that will include 122 apartments.

The Water Street Parking Garage was built in 1970 and has been the primary source of parking for Boscov customers since 1984. Its integrity has been on the decline for years, evidenced by an August 2006 incident in which a 7,000-pound concrete slab broke outside the garage and plunged into a trailer near the Boscov’s loading dock.

The garage would require millions of dollars in structural repairs to extend its life by a few years. Instead, the city is taking a different direction with a new take on the city center.

“The required demolition of the Water Street parking garage provides the City with a unique opportunity to transform an entire city block in the heart of Binghamton’s waterfront and artsy district,” said David. “This development will not only revitalize the immediate area, but will also support small businesses and downtown restaurants.

“Downtown deserves better than a massive 50-year-old concrete horror. United-Pike’s proposal stood out because it didn’t depend on state economic development funding to get started, as it is. the case with so many large-scale projects. “

The project includes a total investment of $ 48 million, with United Group of Troy and The Pike Company of Rochester joining in the effort. The demolition and construction of the parking garage, as well as the geotechnical study and foundation work, are estimated at $ 23 million.

The five-storey public parking lot will reduce vehicle capacity slightly, providing 549 parking spaces from the 600 currently available at the Water Street parking lot. The 122 apartments will be at market price, spread over five floors above the parking garage. United-Pike estimates that part of the project will cost $ 25 million.

When the project is complete, it will be the second overhaul of a downtown parking lot, following the opening in January of the Hawley Street garage, which replaced the aging structure that served the Arena, the area on along downtown State Street and government offices.

Stacey Duncan, president and CEO of the Greater Binghamton Chamber of Commerce and executive director of the agency in Broome County, said she expects IDA to play a role in advancing the large-scale project.

“It is very important to continue to provide professional housing opportunities downtown, especially where we can improve our shoreline,” said Duncan. “This project is located downtown, along the river, and will serve as an important anchor point for retail and service businesses that can meet the needs of downtown residents.

“I know this has been a priority for the Mayor and I’m glad he was able to complete this project. We look forward to working with United and Pike, a great development collaboration for the community.”

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The demolition and construction of the parking lot will be funded from City reserves and the capital bond, David said. The housing part of the project is financed by the private sector. The city had issued a request for economic redevelopment proposals using the current Water Street parking garage site in September 2020.

“Pike Development is thrilled to have the opportunity to participate in the revitalization of the Water Street Garage,” said Peter Cornell, President and CEO of Pike Development. “We appreciate Binghamton City’s forward thinking staff led by Mayor David. Using air rights to the garage for a new apartment project brings into use an area that is generally underutilized and will generate 24 hour activity. We can’t wait to get started.

United-Pike will perform testing and analysis of the plot’s structural foundations over the coming weeks, while the project is expected to progress through the city’s planning review process in the coming months.

The Water Street Parking Garage also serves Boscov guests. The city said demolition should begin after Christmas Day to avoid any major impact on Boscov’s and the downtown holiday shopping season.

The city said it will work with holders of monthly parking permits at the Water Street Garage to move them to other parking lots in the city. He will also work with Boscov and the project developer to add temporary parking for customers during the project.

Chris Potter can be contacted at [email protected] or on Twitter @ ChrisPotter413. To get unlimited access to the latest news, please subscribe or activate your digital account today.

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Parking garage

Bloomington’s new parking lot will soon feature artwork and solar panels

The opening of the new Fourth Street parking lot last month eased some space constraints and made life a little easier for downtown employees and customers, according to business groups.

Downtown businesses are emerging from a pandemic-induced malaise, and not having to worry about lack of parking is some relief.

“Parking in general is a part of the daily lives of many downtown employees, businesses and customers,” said Talisha Coppock, executive director of Downtown Bloomington Inc., a non-profit organization.

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The economic recovery remains fragile, she said, and some customers are still reluctant to join crowded indoor spaces, so not having to worry about parking takes some of the stress away.

Erin Predmore, president and CEO of the Greater Bloomington Chamber of Commerce, agrees.

“It’s great to have additional parking,” she said.

With the return of students and events like this weekend’s Lotus World Music & Arts Festival, downtown merchants are happy that parking constraints have been reduced, Predmore said.

While the garage receives customers on an hourly basis, she said the spaces primarily help employers who struggle to find adequate, nearby and secure parking for their employees.

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Outside the rented spaces, parking in the garage is supposed to cost 50 cents an hour. But some of the garage’s electronic equipment malfunctioned last week, forcing city officials to allow people to park in the garage for free.

However, Bloomington Public Works Director Adam Wason said a spare should be installed this week, starting on Tuesday.

The garage entrance is on West Fourth Street, between South Walnut Street and South College Avenue.

About 100 of the nearly 540 spaces will be dedicated to hourly parking, while the rest will be rented to downtown employers. There are few places left to rent, Wason said. Some of the rented spaces are booked 24/7, while others are rented 12 hours a day Monday through Friday, opening them up to hourly use at night and on weekends.

He also said the city still needs to complete additional landscaping, artwork that will be incorporated into the facade of the building and a sign indicating whether the garage is full.

Wason said when city officials opened the garage in August, they knew more work needed to take place and they expected to have to fix some issues. Nonetheless, they wanted the structure open to provide additional parking when students arrive for the Indiana University fall semester.

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Commercial offices and retail space on the garage’s ground floor are currently unoccupied and no lease has been signed, Wason said.

According to a brochure from Cockerham Commercial Real Estate & Consulting, the garage offers four 1,800 square foot spaces, which can be combined. Wason said the spaces could accommodate businesses such as restaurants, retailers or a coffee shop.

Wason also said he expects solar panels to be installed within the next month. City officials are hoping the panels will generate enough electricity to run the garage and businesses, but Wason said that depends a bit on the type of businesses that will occupy the space.

Although the garage has not yet been fully occupied, Wason said he has seen an increase in traffic, and he expects this trend to continue, especially as the nation emerges fully from the pandemic and people come to the city center more often to work, shop, dine or attend events.

The garage replaced a smaller one that the city had originally planned to rehabilitate but then demolished.

In February 2019, a report on additional structural inspections revealed significant deterioration. The council has issued a bond of $ 18.5 million for a new garage. Including interest, the total cost of the garage is expected to increase by almost $ 30 million. The deposit is to be paid through parking fees and income from financing tax increases.

After the city closed the old garage, downtown traders said they saw less foot traffic, though some council members at the time were also concerned about subsidizing parking at a time when the car traffic should be reduced to help combat climate change.

The discussion has erupted again during recent budget discussions, with some council members suggesting that the price of parking in garages, lots and streets should be adjusted in part depending on the popularity of parking spaces.

Boris Ladwig is the municipal government reporter for the Herald-Times. Contact him at [email protected]

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Parking spaces

The surprising amount of space taken up by London parking spaces compared to the size of a royal park

Have you ever struggled to find a parking space in the capital and wondered why there isn’t more for a city of 9 million people?

When traveling to central London or any popular place in the capital, finding a place to park can often take a while – even longer if you’re desperate for free space.

It may be a huge surprise, then, to find out how much space in London is reserved for you to park your engine.

READ MORE: UK capital could be moved from London due to risk of intense flooding, expert says

As the parking spaces available in London occupy an impressive amount of space.

The Center for London has done calculations to see how much of London is actually occupied by parked cars.



A YouGov report from 2018 found that 85% of us have parked at some point on a sidewalk

They found that the on-street parking lot occupied more than 14 km2, or the equivalent of 10 Hyde Parks completely covered with cars.

The Royal Park is huge, so it’s hard to imagine the actual space.

But parking doesn’t just affect drivers. With just 56% of Londoners actually owning a car, those who don’t are still affected.

According to the Center for London, the average car is parked 95 percent of the time, an extremely inefficient use of the land.

The curbside parking space cannot be used for other things that could have a greater social benefit.

For example, tackling climate change and poor air quality will require a shift from private cars to public transport, walking and cycling.

Enabling people to make this change requires increasing the capacity of the public transport system.



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This also includes increasing the speed and reliability of the buses, which in turn means more priority bus lanes.

However, dedicating significant amounts of sidewalks to allow buses is much more difficult when there are long stretches of cars parked in the path.

Pollution is a big problem and the number of cars in the capital has had an impact on the air people breathe in the capital.

More recently, a Very Low Emission Zone (ULEZ) has been extended to other parts of London.

Now cars, especially older diesel ones, have to be safer for the environment or face a fine every time they drive through the area.

The area includes the majority of roads within the north and south circular roads.

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Uncategorized

Parking structures will be key to Bushnell South’s development in Hartford

Parking structures will be a key component of Bushnell South, a development that aims to replace acres of parking lots with up to 1,200 new housing units and 60,000 square feet of retail and commercial space.

“The main objective is to take advantage of the [Capital Region Development Authority’s] are working in some critical properties and the investments they’ve already made in the Clinton Street parking lot, ”said Ben Carlson, director of urban design for Goody Clancy, a Boston-based architecture and planning firm, in a statement. updated September 16 at CRDA. plank.

As the existing supply of above-ground parking declines, Carlson said they will need to create more parking structures and then operate them in a shared-use format that will allow residents, office workers and theatergoers to use them at different times of the day and week.

“We minimize the costs and the square footage required and this opens up opportunities for development,” said Carlson.

The project focuses on approximately 20 acres bordered by Capitol Avenue and Elm, Trinity and Main streets near the Bushnell Center for the Performing Arts.

CRDA built the new $ 16 million parking lot on Clinton Street. It is also contributing $ 13.5 million to the conversion of the former state office building at 55 Elm St., into 164 residential units, a $ 63 million project that is part of the first phase of the development. from Bushnell South. In total, the first phase will have 278 housing units.

CRDA executive director Michael Freimuth said the authority owns several plots in the area and plans to endorse other projects in line with the plan prepared by Goody Clancy.

The second and third phases take advantage of adding two levels and approximately 135 spaces to a CRDA parking structure by creating a mixed-use building facing the state office building, Carlson said.

Phases two and three represent half of the housing potential of the project, he said.

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Parking spaces

LCC rents 387 on-street parking spaces to the city

LANSING, Michigan – Lansing Community College recently purchased 387 additional street parking spaces in the town of Lansing. The cost of these additional spaces, reserved for LCC students, faculty and staff, was $ 400,000.

The college lost 1,000 parking spaces earlier this year when it demolished the Gannon parking ramp on its downtown campus.

To compensate for this lack of parking, the college spent $ 400,000 on 387 parking spaces on city streets for the following year.

Marguerite Cahill

On-street parking reserved for Lansing Community College

The college is replacing the Gannon Ramp with a five-storey, 1,800-storey structure, slated to open in September 2022.

But in the meantime, even after renting the additional parking on the city street, LCC is still short by 793 spaces compared to what it was previously able to offer students.

Parking lot on Capitol Ave owned by LCC

Marguerite Cahill

Parking lot on Capitol Ave owned by LCC

However, Chris MacKersie, executive director of administrative services at LCC, said parking is not an issue.

“With the combination of COVID and online courses, we are currently in a good position with the parking lot we have in the city,” Mackersie said. “But we would like to have a parking problem, though. The more students the better on campus.

MacKersie said the street parking deal with the city will run until August 2022.

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Uncategorized

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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Parking garage

Good and bad news for the construction of a parking garage | Local news

LACONIA – The city’s much-criticized parking garage today is both a harbinger of a downtown rebirth and proof of its unstable past.

All commercial space on the ground floor of the three-story structure is let for the first time in recent memory.

At the same time, the city finds itself where it must now decide how to deal with the problems posed by the deteriorating condition of the building.

The city council will be looking into the question of what to do with the facility that was built during the major redevelopment of the city center in the early 1970s as part of urban renewal.

Council is expected to take up the matter on Monday at the request of Councilor Bob Hamel, who chairs the council’s land and buildings committee.

The city owns the second and third levels of the structure, while the land and commercial space under the parking garage is owned by 5623 Real Estate LLC, a private company.

Over the years, the maintenance of the parking lot has become an increasing expense for the city as it has fallen into disrepair.

The city spent more than $ 100,000 in 2015 to pay for emergency repairs and to have the condition of the structure assessed, according to a report prepared for the council by the city’s public works manager, Wes Anderson. Since 2017, he has spent a total of $ 135,000 on annual safety inspections and temporary repairs.

“We spent the money to heal him,” City Manager Scott Myers said Thursday.

In recent years, the council has debated a number of options, including renovating the structure or demolishing it.

Anderson’s report puts the cost of rehabilitation at over $ 4.5 million. The cost of its demolition is estimated at $ 2 million.

Two years ago, Anderson told council it would cost $ 10.8 million to build a new garage, not including the cost of deconstructing the old one. Myers said the cost for a new facility would run between $ 30,000 and $ 35,000 per parking space.

The second terrace of the parking garage also serves as a roof for the buildings under the garage. Parking is allowed on most of the second bridge, although some areas are blocked off due to structural weakness. The entire third bridge has been closed for several years due to structural issues.

The garage is particularly prone to deterioration because its metal frame is exposed to the elements. Additionally, water on the bridges and salt brought in by vehicles over the winter corroded both the structural steel and the steel bridge panels, according to Anderson.

That the council is ready to deal with the parking issue is a good sign. This shows that the demand for parking in the city center is increasing, according to Brandon Borghi, whose family owns the first level of the building and who manages real estate for 5623 Real Estate.

“We have a good problem. People want to come here now, ”Borghi said.

The last vacant space on the ground floor has just been rented to someone who is going to open a juice bar. Filled out, there will be six street-level businesses, including Fit Focus, which Borghi manages.

He hopes the city will decide to make the necessary improvements so that the parking garage can be fully functional again.

Borghi’s family brought the structure to the 28,000 square foot ground floor five years ago. Since then, they have spent money on a new air conditioning system, as well as improved lighting in the premises. Further improvements are planned in the coming months, he said.

Borghi and Myers agree that another parking issue that needs to be addressed is whether to charge for parking.

Borghi said it made sense to charge “a little” for parking in the garage.

Myers said the city needs to thoroughly examine the parking situation, including whether to charge for it.

“How do you charge for garage parking if you don’t charge for street parking?” He wondered. “Where are the reasons people use the garage then?” “

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Parking spaces

Wright Street Parking Bridge Opens, Adding 350 Additional Parking Spaces in Downtown | Govt. and politics






The Wright Street parking lot in Auburn opened to the public on Friday afternoon at 3 p.m., bringing 350 additional parking spaces to the city’s downtown core.


Alex Hosey,


The Wright Street parking lot in Auburn opened to the public on Friday afternoon at 3 p.m., bringing 350 additional parking spaces to the city’s downtown core.

The new parking lot, located at 140 Wright Street, has six levels of public parking and a dedicated Baptist Student Union area on the ground floor, according to a statement from the City of Auburn.

The addition of the new Wright Street Bridge as well as the new Auburn Bank Parking Bridge now brings approximately 1,350 public parking spaces to downtown Auburn, according to a city statement.

“In addition to bringing more space to downtown Auburn, the new bridge provides an option for downtown workers and visitors who want to spend more time enjoying all that downtown has to offer. to offer, “said the city’s statement.

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The parking area is accessible to drivers from Wright Street, while pedestrian entrances are included on Wright Street and North College Street. The new parking lot also includes a green space between it and College Street with benches, sidewalk and pedestrian lighting.

Parking on the bridge will be free until August 4, after which spaces will cost $ 1 per hour up to $ 15 per 24 hours, depending on the city. Special rates can be set by the city manager at events such as home football matches, although any changes to parking fees are posted on the city’s website and on social media.

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Parking garage

Troy’s Uncle Sam Parking Garage closed indefinitely

TROY – Uncle Sam’s parking garage will be closed indefinitely from Wednesday – the second time in two years the city has closed it.

The 47-year-old garage in downtown Troy was closed due to safety concerns after inspection by the city’s code enforcement and engineering departments. City spokesman John Salka said many people had called to complain about the condition of the parking lot, which is owned by The Bryce Companies, but did not immediately have details of the issues. safety of the structure.

“Obviously, security is the number one concern in the city,” said Salka. “We would not have ordered the garage to be closed if we had not found it inappropriate to be opened based on the inspection.”

The Bryce Companies, which own other downtown buildings such as the Troy Atrium, Quackenbush Building and Frear Building, declined to comment. In an email to clients obtained by The Times Union, a Bryce Companies employee wrote: “No one should be alarmed.

Bryce Companies will employ their own engineer to inspect the building and verify the city’s claims, after which it could potentially reopen.

This is the second time that the garage has been closed since early 2020.


The orderly closure comes more than a year after a technical survey of the garage found it to be structurally damaged and collapsing, recommending it be replaced within the next decade.

On a scale of 1 to 10, Structure Care of Lancaster, Pa., A company specializing in parking garages, gave the garage a rating of 3, or “fair enough.” It’s just above a mediocre rating.

“Uncle Sam’s Parking Garage is an over 40 year old parking structure approaching the end of its life cycle. We have identified several structural issues that require immediate attention and will extend the life of the vehicle. garage ten years or more, but plans should be developed to replace the structure within the next decade, ”warned its November 2019 study.

In December 2019, part of the garage was closed following a fall from a beam. The city has temporarily closed the garage following the report.

The city built the garage in 1974 and then sold it to Bryce in 2010 for $ 2.4 million. Bryce expanded the garage to three stories, adding two more stories to part of the structure. Uncle Sam’s parking garage accounts for about 18% of downtown off-street parking, according to the 2016 City Parking Study.

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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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Parking spaces

Council Moves Forward With Removal Of Two Covered Parking Spaces Requirement When Building ADU – Pasadena Now

The city council proceeded to the second reading of an ordinance which will remove the obligation to provide two covered parking spaces during the construction of an accessory housing (ADU) of more than 150 square feet.

The new construction of an ADU requires two covered parking spaces with a carport or a closed garage. Small additions of up to 150 square feet to single family dwellings are exempt from this requirement.

City Manager Steve Mermell initiated a zoning code change “to eliminate the requirement to provide two covered parking spaces when constructing any addition, regardless of size, to an existing single-family home,” according to a report municipal staff.

Recently enacted state laws limit the types of parking requirements that local agencies can place on ADUs, whether they are detached or converted from existing structures. The zoning code requires two covered parking spaces in a garage or carport. A special arrangement allows for additions of a maximum total of 150 square feet without requiring the requirement of covered parking for two cars.

Therefore, any addition to an existing residence, including the construction of an accessory structure such as a pool house or workshop of more than 150 square feet, results in the requirement to provide two covered spaces inside. a garage or a carport.

The code provides an exception for designated historic resources, in which an owner can request a waiver of the covered parking requirement when adding a floor area if an existing one-car garage contributes to the importance of property and / or neighborhood and is in good condition. or will be restored to good condition as part of the work to add floor space to the dwelling.

The current rules create an injustice for homeowners looking to build additions that often do not generate additional parking demand.

The ordinance removes significant financial barriers for homeowners looking to modernize and improve their properties and bring parking regulations into line with those imposed by state law for ADUs.

State law exempts ADUs from the requirement to construct covered parking and permits the use of driveways to meet off-street parking requirements.

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Parking spaces

Column: Will the reduction in parking spaces transform San Diego, other cities for the better?

The highly controversial removal of parking spaces on 30th Street in North Park to make way for cycle lanes is part of a national trend to rethink the need for vehicle parking in an effort to remake metropolitan areas for the better .

San Diego and many other cities have reduced and eliminated parking requirements that, for decades, have been mandatory for development of almost every kind. At the same time, they replaced parking spaces and vehicle lanes with more pedestrian-friendly streetscapes, open-air restaurant seating, cycle paths and, in some cases, housing.

Urban planners and other supporters of this approach have high expectations for the results: moderating climate change, facilitating lower-cost housing, improving road safety, encouraging healthier lifestyles and increasing social interaction.

Since policies to relax parking mandates are still relatively new across the country – truly in the last few years – not enough time has passed to judge their success in achieving these lofty goals. .

Michael Smolens on the San Diego fix:

Certainly, the idea that less parking will mean all of these good things to its skeptics. Just ask the business owners along 30th Street and their community customers.

“We barely survived COVID, and now that pretty much puts the nail in the coffin,” Liz Saba, owner of Presley & Co., a 30th Street jewelry store, said during a recent protest after the city painted the curbs red in advance of setting up cycle paths.

The 30th Street Protected Bikeways Mobility Project is installing bike lanes from Juniper Street to Adams Avenue. To do this, the city is getting rid of 450 curb parking spaces.

“The city has been pushing projects all over the city, trying to improve safety, and this is just a continuation of that,” Everett Hauser, program manager in the city’s transportation department, told Andrea Lopez-Villafaña of the Union-Tribune of San Diego. .

”. . . This ties in with the other major policy objective, the Climate Action Plan, which has. . . the ultimate goal of reducing our dependence on vehicle travel. (This reduces) emissions and improved bike paths are that perfect candidate, especially in a community like North Park, which is very dense and has destinations close to you.

He added that a limited number of on-street parking will still be available and an underutilized parking garage in North Park will still be available. The city plans to eventually study the economic impact of cycle paths.

Overall, San Diego has eliminated parking requirements for subdivisions within half a mile of transit lanes and reduced them elsewhere. There are no parking requirements for secondary suites, formerly known as “granny flats”, anywhere, which has caused dismay in some suburban neighborhoods.

San Diego is also considering lift parking warrants for businesses in certain regions.

This does not mean that subdivisions and businesses cannot provide parking, but that would be largely left to market forces. As elsewhere, San Diego is preparing to make parking an optional accessory, likely to cost the user directly.

Already, parking spaces are very expensive and occupy valuable real estate.

The city has estimated that parking needs add $ 40,000 to $ 90,000 to the cost of building a home, which can increase rents and mortgages.

Some city planners, like Donald Shoup at UCLA, point out that mandatory parking usually forces people to pay for it even if they aren’t using it. He adds that the so-called “free parking” – in parking lots and on city streets – simply encourages driving while depriving cities of more land use and increased tax revenues. arise.

Limiting parking and making it more expensive, for example through higher meter charges at certain times of the day, is not universally supported. Nor does the notion of limiting when and where people can drive or charging congestion charges for driving in specific areas during rush hour.

Experts say such disincentives only work if there are practical transportation alternatives. San Diego and many other cities don’t, at least not to the extent that it drastically changes the way people travel.

There is a lot of ambition for a great expansion of public transit at the municipal, state and federal levels. We won’t know how these plans unfold for years to come. Meanwhile, the age-old political battle of roads versus public transportation doesn’t seem to be going away.

What also doesn’t seem to be going away, however, is the tendency to revamp the parking strategy. Buffalo, NY, became the first city in the United States stop requiring that development projects include at least a minimum number of parking spaces, according to the Philadelphia Inquirer. Other cities across the country, including San Diego, have adopted similar measures.

The California legislature has grappled with parking requirements in past legislation, and more are on the way. Many policies, like the one in San Diego, do away with warrants within half a mile of transit. It doesn’t sound like much, but it can be a long walk if a bike or other alternative isn’t available or feasible.

One of the big concerns in getting people to stop using their cars has been to fill the so-called “first mile, last mile” gap that many face in getting from home to transit to their destination and back. . The same problem arises for half a mile. In San Diego, smart cars, scooters, and dockless bike rentals haven’t been the answer so far.

American car culture really exploded after WWII, with the growth of suburbs and highways. That was over half a century ago.

As government leaders and planners seek to move towards denser housing with access to nearby commercial, recreational and social spaces, the discussion tends to focus on zoning redesigns and transit solutions.

But the fate of the small parking lot can play a disproportionate role in all of this.

In 2018, the San Diego Metropolitan Transit District The board agreed to build affordable housing in its parking lots which officials said were not being used enough. It could be a sign of things to come.

Tweet of the week

Go to the San Diego Union-Tribune (@sdut), referring to a story that highlights the state of local politics.

“Republicans who want to keep just one seat on San Diego city council still need to find a candidate.”

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Parking spaces

Boston gave up hundreds of parking spots to sit outside. Good riddance.

In all neighborhoods, cars were driven out for lounging and eating. Good riddance.


North End Terrace photo by Erin Clark/The boston globe via Getty Images

A friend of mine moved to Philadelphia early last year, so he hadn’t seen the New North End – what it looks like in 2021, completely covered in parklets and curbside patios, with hundreds of cheerful diners huddled together where there were once rows of idle cars. “Holy shit,” he said, as we drove through the neighborhood on a recent hot Sunday evening. “Is it always like this?”

We have all become so accustomed to the total renovation of the streets of Boston over the last year and a half, as we have sacrificed street parking spaces for outdoor dining and shopping, that this drastic change in the use of public space is no longer really noticeable. This is always like that now, and it was not the case before.

We’re going to keep it that way for at least a little longer. Even though the state of emergency was lifted earlier this month, that particular pandemic benefit lives on, extended by state law as part of a host of other COVID-era novelties that people have grown to love, including expanded mail-in voting and cocktails to-go. Major improvements to Boston life, all of them, and we should do everything we can to carry that fervor for patio seating into the future. Boston will be a better, more beautiful and more welcoming place if we do.

It’s hard to say exactly how many parking spots in Boston have been converted in this way. The city does not track this particular data point, a Department of Transportation spokeswoman tells me. The city also did not ask stores and restaurants to specify exactly how many parking spaces each would claim for their curbside patio space in license applications created under the Licensing Commission. Outdoor dining pilot program.

What we do know is this: so far, the city has granted 556 restaurants permits to host outdoor dining. Of these, 205 use off-street spaces like wide sidewalks, public rest areas, or private property like tarmacs and parking lots. The other 351 planted their patios directly on the road, nudging cars in the process. These new patios vary a lot in terms of size. A review of the city’s new policies on this matter shows that the main limitation to the number of parking spaces a restaurant can gobble up is its length. With few exceptions, anything “adjoining” the property is up for grabs.

Amazing how good things bloom when the city makes it a point to make it easy and doesn’t let bureaucratic roadblocks get in its way. Hundreds, if not more, of street parking spaces have been sacrificed for this cause, without causing headaches for restaurateurs. We are undeniably better at it.

There are strong economic reasons to maintain these good times. Some restaurants have not only been able to match their pre-pandemic headcount despite capacity restrictions, but to augment the number of customers they could serve in one night – a much-needed revenue boost after a year of mandatory closures. Imagine the ground they could make up for if they were allowed to keep street patios open indefinitely.

Outdoor dining has also led to the spread of a new DIY art form, as restaurant staff have dressed up their small street seating plots with flowers and lights, building wooden structures and by draping them with artificial ivy. Parklets, as these spaces are often called, have been popular for years in cities like Montreal, and now they’ve finally had their big breakout moment in Boston.

They have now made their way to every neighborhood in Boston. Foodie destinations like the North and South Ends, Fenway and Back Bay, naturally, have plenty of them. Plenty of curbside seating can also be found in Mattapan and Hyde Park, places where previous efforts to boost the food scene had been less successful. By simply letting diners spill out into the open air, people have new reasons to patronize local small businesses and enjoy the relaxing Vaccine Summer parties that linger longer than ever in the midst of these neighborhoods.

That before all this these beautiful places could be occupied by a mere car, in a prime location outside a bustling restaurant, for hours at a time, and for the owner’s pocket change, now seems absurd. . This is absurd.

How we deal with parking in the future is important. The traffic is, terrifying, back to 2019 levels already, and most white-collar workers aren’t even back to work in their offices yet.

Before COVID, the city was talking about dipping its toes into the debate over ban cars from city centers. If and when we get serious about the concept, think of it this way: imagine if all of our beloved new patios weren’t limited to space the size of an eight-and-a-half-foot parking spot. from the sidewalk. What if the whole street was up for grabs, in the warmer months and in winter? What if the streets were not only dotted with dining tables, but also with parks, handcarts, pop-up shops, public art or even stages for artists?

Generally speaking, Boston would be better off with less street parking. Parking spaces are often what stand in the way of buses and protected cycle paths that would make getting around easier and reduce traffic jams. Parking requirements may also add unnecessary speed bumps housing development for underprivileged Bostonians. Generally, a space used for parking would be more useful, to more people, than just about anything else. Outdoor dining reminds us that every plot of land wasted on giving cars space to park has the potential to be something much better, something beautiful, something useful. Continuing down a path that sees us removing parking spaces and replacing them with outdoor seating, we’ll get rid of something bad and replace it with something good, like scraping off the lead paint and applying a fresh coat. In the years to come, we should keep this in mind.

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Parking garage

Most of Binghamton’s new $ 10 million parking garage closed ‘for repairs’

The upper four levels of the recently opened city-owned car park in Binghamton town center have been closed to users while repairs are underway.

The six-story, $ 10 million garage on Hawley Street and Washington Street has been in business for about five months.

A sign at the entrance informs users that parking is not available above the second level due to “repairs”.

Adjustments were made to the drainage system for the new Hawley Street parking garage. (Photo: Bob Joseph / WNBF News)

Workers were busy fixing drainage issues and targeting the relatively small cracks that developed in the poured concrete. There are apparently no structural issues reported in the new 304-space garage, which opened on January 11.

The repair operations seem not to bother the users of the parking lot. Most of the Binghamton University students who live in the city center during the school year have returned home for the summer.

Construction on the garage just west of Town Hall began in the spring of last year. William H. Lane Incorporated was the general contractor for the project.

A barricade prevented vehicles from using the upper section of the Hawley Street garage on June 14, 2021. (Photo: Bob Joseph / WNBF News)

Contact WNBF News reporter Bob Joseph: [email protected] or (607) 772-8400 ext 233.

For the latest news and updates on story development, follow @BinghamtonNow on Twitter.

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Parking garage

Wall Street Parking Garage to close for repairs

The Wall Street parking garage, 45 Wall Street, will be closed for repairs May 27-31.

For this reason, Asheville Parking Services is requesting that all cars parked in the garage be removed by 8 p.m. on May 26. Cars that remain in the garage will not be towed, but there may be a delay in the exit process, due to construction. Anyone needing help getting out of the garage should dial 828-778-3216.

Several structural joints will be replaced on the northeast side of the garage. In order to complete the maintenance, both exit lanes will need to be closed for a period of time. This will take place from 8 a.m. on May 27 with the reopening scheduled for 8 a.m. on May 31.

Monthly parking lots were notified of the Wall Street garage closing and were directed to the Harrah’s Cherokee Center parking garage.

In addition, the elevators at the Wall Street Parking Garage have been repaired and are being inspected. They should be operational soon.

The city of Asheville offers many other parking options in the downtown area, including:

  • Biltmore Avenue garage: 404 spaces
  • Harrah’s Cherokee Center – Garage Asheville: 550 spaces
  • Rankin Avenue garage: 262 spaces

To find out the parking spaces available in real time, consult the Where is the parking page from the City of Asheville website or download The Asheville app.

For more information, visit the Parking Services Page on the City of Asheville website.

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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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Parking spaces

Parking division takes over metered parking enforcement in Norfolk

The one-hour grace period for metered parking in Norfolk ends June 1 for parking patrons as COVID-19 restrictions continue to ease.

NORFOLK, Virginia – The one-hour grace period that has been granted to help customers and parking businesses in Norfolk is ending soon as restrictions related to the COVID-19 pandemic continue to ease.

The parking division said it would resume enforcing metered parking from June 1. This means that customers will have to start paying for their parking spaces again.

According to Norfolk City officials, the grace period began in July 2020 as part of the Open to Norfolk initiative. It allowed customers to park a bit and it was free if they parked in garages, as many businesses and restaurants only had curbside and take out orders.

Customers were also offered deferred payment options and flexible cancellations, as many things were uncertain at the start of the pandemic.

RELATED: More Parking Meters Arrive in Norfolk

As restrictions related to the pandemic begin to ease, most businesses will benefit from the use of parking spaces. Customers can pay with coins and credit cards at meters or by downloading the Park Norfolk app on their phones (only available on iPhone or Android).

The money for paid on-street parking goes into the Parking Division business fund. This helps pay for the city’s planned repairs, including cleaning equipment, LED lighting upgrades, and modern payment systems.

For more information on metered parking in Norfolk, please contact the Parking Division at 757-664-6510 or you can email [email protected]

Author’s Note: The video below has been archived since March 19, 2021.

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Parking spaces

Cut in the looms of Auckland public parking spaces


Auckland

Short-term parking in the CBD is expected to become more expensive, with the expected loss of half of Auckland Transport’s subsidized parking spaces.

On-street parking in central Auckland has been cut by more than half, and plans to keep some short-term parking lots subsidized by the City Council in the redevelopment of the downtown parking lot site are also underway. doubt.

The issue highlights tensions between a council that seeks to promote public transport and make the CBD pedestrian and bike-friendly, and the city’s businesses wanting to preserve easy access for shoppers and diners.

The council-owned downtown parking lot has 1,148 short-term parks, but its redevelopment is planned with the intention of selling it and turning its lower floors into a bus station with a new building at the top.

Auckland Transport’s plan presented to the council’s planning committee calls for retaining between 400 and 600 of the cheapest occasional parking spaces, which it says are intended to support the economic and cultural dynamism of the city center.

However, some councilors are concerned that maintaining short-term parking will run counter to council’s commitment to move away from supporting private vehicles.

Planning documents such as the City Center Masterplan’s Access 4 Everyone transport strategy call for limits on motorized traffic in the CBD and a transition to walking, cycling and public transport.

“My personal view is that maintaining parking lots for single occupant vehicles, even if it is for a short stay, is incompatible with the Masterplan and Access 4 Everyone,” said Councilor Chris Darby, Chairman of the planning committee that heard Auckland Transport’s proposal.

Darby says he finds it hard to see the case for the council offering discounted parking in the CBD when many private companies are already doing so.

“It comes at a cost to Aucklanders,” he said. “Strategically, it is incompatible with these planning documents.”

Waitematā advisor Pippa Coom says she wants to see more information from Auckland Transport showing exactly how her plan matches the board’s emissions targets and budget.

“It’s not about preventing people from entering the city,” she said.

“The question is: is it in the interest of the taxpayer to subsidize parking on prime real estate? “

The proposal is the latest in a long period of council-backed parking abandonment in the CBD.

Auckland Transport’s on-street parking in the city center has grown from 5,000 to 2,460 spaces over the past decade. Meanwhile, the price of longer-term suburban parking has more than doubled over this period to a high of $ 40 per day.

In a statement to Newsroom, Auckland Transport said the loss of downtown parking space would not have a huge impact on businesses.

“AT is not the main provider of car parks in central Auckland. Currently the Downtown car park has 1944 spaces…. less than 4% of city parking.

However, the Heart of the City Downtown Business Association says the loss of Auckland Transport’s cheaper parking spots could result in a loss for local businesses as shoppers choose to go elsewhere.

“These parks are vital for people who come to shop and have fun,” said Heart of the City Executive Director Viv Beck. “It’s more affordable and it makes the place more accessible. Not everyone has access to public transport yet.

Auckland Transport data shows that most people use short-term parking in the city for business, shopping and entertainment. A recent survey suggests that 75 percent of the people parked in the downtown building during off-peak hours were there for entertainment, dining, or shopping.

However, Auckland Transport’s advice suggests that maintaining short-term parking in the building will also continue to attract cars to the area, going against the council’s plans to encourage people to use public transport. common.

The loss of parking lots in the downtown building, along with the removal of on-street parking in favor of walking and cycling, will likely result in higher overall costs for people driving in the downtown area. While some shifts to public transport are likely, Auckland Transport says there is also a risk that people will choose to go elsewhere for shopping and entertainment.

However Coom is not convinced.

“They have to be upfront about what they want,” she said. “If they want income from parking, they have to say it instead of hiding behind it, talk about the commercial and cultural dynamism of the downtown area.”

Another option is to leave the parking lot to the developer who decides to buy the site. This is the option preferred by Coom and Darby.

“Nothing prevents the successful tenderer from providing parking if necessary,” says Darby.

While a decision has yet to be made, Darby doubts the board will force the successful bidder to provide short-term parking as part of a potential deal. Instead, he expects to ask the company to provide parking, micro-freight and cycling infrastructure.

The matter could be settled at a meeting of the planning committee in June.

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Parking spaces

City reserves more parking spaces for carsharing

This Cobble Hill parking space is, as the lettering indicates, for “carpool parking only”. The “Z” is the Zipcar logo. Photo courtesy of the New York Department of Transportation

The city’s pilot project to provide parking on streets and on municipal lots for ride-sharing services was successful and the program would become permanent, the city’s transportation ministry said.

On Smith Street and Butler Street in Cobble Hill, the site of two on-street ridesharing spaces on Earth Day, DOT Commissioner Hank Gutman announced the program would expand from 14 pilot areas to neighborhoods across the country. city.

This would allow car-sharing companies, the best-known of which is probably Zipcar, to offer new spaces in areas today poorly served by carsharing, with the anticipation that hundreds of new spaces will be created beyond 285 driver’s original.

City Transportation Commissioner Hank Gutman at the podium announces the expansion of the city’s pilot project to provide more parking spaces for carsharing services. Photo courtesy of the New York Department of Transportation

“Almost three years ago, this administration predicted that New Yorkers would embrace the cleaner, greener alternative to more convenient ridesharing offers – and 150,000 rides later, our pilot’s unqualified success. proved right, ”DOT Commissioner Hank Gutman said. “I especially thank City Council for their leadership around this program – and I sincerely thank the DOT team who so carefully crafted a program that New Yorkers have truly embraced.”

Carsharing is a service that gives members access to an automobile for short-term use typically by the hour or day at a cost that includes gasoline and insurance. With cars parked in publicly accessible neighborhood locations, members can reserve, then walk to a car and walk away, then return to the same reserved spot later.

The pilot project expanded carpooling, previously limited to private garages, more visible public places, and low and moderate income neighborhoods. Among these neighborhoods were Red Hook, Washington Heights-Inwood, Parkchester, Jamaica, Harlem and the Rockaways..

Among the major results of the pilot:

  • Carpool users made approximately 160,000 trips in total during the pilot, with an average of 24 trips per month per space.
  • Using detailed customer surveys, the researchers concluded that for every car shared in the city, four personal vehicles were either scrapped or sold.
  • Annual vehicle miles (VMT) were reduced by approximately 38.7 million miles and produced a net annual reduction of minus 12,000 metric tonnes of greenhouse gases per year.
  • By comparing their behavior before carsharing, the pilot project’s carsharing users drove fewer kilometers and reduced greenhouse gas emissions.
  • The pilot project dramatically increased diversity: the number of black / Latino members doubled to around 30% of the total number of carpool users.
  • After the first year of the pilot, the unauthorized use of street carpool parking spaces has significantly decreased.

As part of the new DOT initiative, companies will be able to offer specific DOT parking spaces. The the agency will review them against siting guidelines – for example, spaces should be located outside of areas with significant off-street parking. DOT will assess these requests for space with feedback from the local community.

Additionally, 20% of all spaces must be located in low- and middle-income neighborhoods, and businesses must offer a new discount to low-income users.

The president of the main carsharing company approved. “At Zipcar, we’re committed to making cities better places to live and that starts with reducing reliance on personal cars,” said Tracey Zhen, President of Zipcar. “With the support of Mayor de Blasio and Commissioner Gutman, we are able to provide more New Yorkers across town with vehicle access, without the burden of owning a car. “

Brooklyn Assemblymember Jo Anne Simon shows her endorsement of the carsharing program. Photo courtesy of the New York Department of Transportation

“Especially on Earth Day, I am very happy that the city’s carpooling pilot project has helped reduce car use and emissions and has met its equity goals,” said the member of the ‘Assembly Jo Anne Simon (D-Brooklyn Heights-Downtown-Cobble Hill-DUMBO-Gowanus-Park Slope).

“Ridesharing programs have proven time and time again to reduce the need to own a car, reduce greenhouse gases and reduce the kilometers traveled by vehicles,” said Eric Adams, Borough President from Brooklyn. “Making this program permanent will ensure that New York City benefits from these improvements in climate and quality of life. “

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Parking spaces

The DOT installs “non-upright” signs on 43rd Street, several parking spaces are lost

No permanent signs were installed by the DOT on 43rd Street earlier this week (Photo: Courtesy Joe Pagano)

April 23, 2021 By Christian Murray

DOT installed No Standing panels on both sides of 43e Lou Lodati Park Street at the beginning of the week to the alarm of many residents.

The panels were installed to accommodate the trucks used by City Harvest which recently moved to 39-34 43e St.

DOT installed the panels to provide sufficient space for the organization’s delivery trucks to safely enter and exit the facility.

The signs, however, have essentially removed about 20 on-street parking spaces. Residents were not notified of the change or the Community Board 2, sources said.

Joe Pagano, a longtime Sunnyside resident, expressed on Facebook his dismay at the loss of spaces and lack of notification. “Our little hamlet is being taken away from us little by little from month to month. I’m not sad… I’m pissed off.

However, most of the spaces will be restored next week.

The DOT took up more street space than expected, according to sources who have been in contact with the agency. DOT is expected to return to Sunnyside next week to restore most of the spaces, but not all.

City Harvest is operating in the neighborhood temporarily and is moving to its new headquarters in Sunset Park, Brooklyn. Once he moves to Brooklyn, all spots should be restored.

City Harvest is a food rescue organization that has helped feed hungry New Yorkers since 1982.

No permanent sign was installed by the DOT on 43rd Street earlier this week (Photo: Courtesy Joe Pagano)

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How many parking spaces are there in downtown Gainesville? This number increases

“In the Main Street parking deck, most parking spaces are located within walking distance of visitor destinations,” Santee said. “Unfortunately, the city recognizes that visitors often prefer to park just outside their destination instead of using the car parks, although this is much quicker than driving around the square looking for a square.”

According to the city’s Unified Land Development Code, off-street parking requirements are determined by the existing use of the site, such as residential or retail, with the exception of properties that are zoned Central Business, which includes all of downtown Gainesville.

“For these properties, there are no off-street parking requirements,” Santee said. “As a result, parking is provided either on the street or in one of the existing free parking platforms. »

For disabled residents like Susan Greenway, who has multiple sclerosis, it can be difficult to find suitable parking spots downtown.

“I go around the plaza four times, about 5 minutes, looking for a parking space, then I usually leave,” Greenway said. “There are disabled parking spaces on Main Street, Washington Street and Spring Street. I’m not good with distance, but I’d say around 100 feet.

In a previous interview in March, Santee told The Times that the city plans to add five handicap-accessible parking spaces as part of the ongoing downtown streetscape improvement project that began in August.

The project will provide ADA-compliant parking spaces on Bradford Street (between Brenau Avenue and Washington Street), two on Green Street (one at the corner of Washington Street and the other adjacent to the former Regions Building), one on Spring Street (near its intersection with Bradford Street) and one on Washington Street (adjacent to SunTrust).

Georgia code requires that for a parking structure between 300 and 401 spaces, at least eight handicapped spaces are required.

Downtown Gainesville is set to undergo a massive facelift in the next few years as megaprojects such as Gainesville Renaissance, The National and Solis Gainesville projects are either underway or set to break ground in the coming months.

Gainesville Renaissance will include a private pedestrian bridge that connects to the existing Gainesville parking deck.

The National project will provide approximately 100 residential units and provide underground parking for its tenants and visitors.

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Parking spaces

Fewer parking spaces for new California homes, stores? It could happen

Would fewer parking spaces mean new, cheaper homes and shops? Or more drivers swearing while turning for a free seat?

Housing advocates support a state bill to ban cities from imposing minimum parking requirements on new apartments and stores within a half-mile of train stations and bus routes. The bill is designed to encourage public transit use and limit city mandates for large, expensive parking lots, which can make building apartments and commercial projects unattractive to developers.

“Cars and parking have a huge environmental cost,” said Assemblywoman Laura Friedman, D-Glendale, who co-authored the bill with Sen. Scott Wiener, D-San Francisco. “The cost of our housing has gone up because of the huge costs that parking adds to a housing estate.”

But naysayers have long warned of the horrors of traffic and congestion if residents and shoppers continue to use vehicles instead of public transport. The League of California Cities is taking a wait-and-see approach, while the slow-growing group Livable California is considering a formal stance on the bill.

The law project, AB 1401, is one of many measures aimed at addressing the state’s housing crisis. After a series of setbacks last year, pro-housing groups have returned with individual bills asking for smaller measures to spur development.

Other bills would allow underutilized commercial properties to be redeveloped for homes and apartments, let landlords divide lots and build homes on the new parcel, and speed up environmental review of some major projects.

But parking reform could hit a true third rail of suburban politics, where the definition of “adequate parking” is often a flashpoint at public hearings. Owners oppose new developments due to additional traffic and concerns that on-street parking is unsightly and can make navigating narrow streets difficult. Developers say on-site parking requirements increase costs and make it difficult to build affordable housing and innovative commercial buildings.

Recently, many Bay Area cities have struggled to manage parking for growing RV camps, filling the curbs of major roads and spilling into suburban neighborhoods. Parking restrictions and safe parking sites have sparked intense debate in East of Palo AltoMountain View, Fremont and other Bay Area cities.

Researchers from UC Berkeley’s Terner Center for Housing Innovation have found that parking needs can add up to $36,000 to the cost of a single affordable home, more than the cost of using eco-friendly materials. environment or payment of city development costs. In San Francisco and Los Angeles, parking needs can be as high as $75,000 per unit.

The measure would limit a city or county’s ability to require parking spaces based on the number of units or the size of certain developments. The bill would cover new projects within a half-mile walk of a transit stop.

Some cities have already taken action. San Francisco eliminated parking requirements and Oakland eliminated minimums near public transportation. The Berkeley City Council voted in January to remove off-street requirements.

Supporters of the bill include California YIMBY, San Francisco Bay Area Planning and Urban Research Association (SPUR), and affordable housing developers. Proponents say the costs of parking requirements fall most heavily on communities of color, which are more likely to rent and use public transportation.

Meea Kang, an affordable housing developer with Related California, said new state standards are needed to replace parking requirements established decades ago.

Most jurisdictions have parking requirements, driving up development costs that are passed on to tenants and homebuyers, she said. “Frankly, it will lower the cost of housing for people who don’t own a car or choose to have a car-free lifestyle,” Kang said.

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Parking spaces

How cities are reclaiming street parking spaces for public use

Cornelius Vanderbilt, one of the richest men in American history, has said the best possible investment is real estate in New York City. More than 150 years after his death, his words turned out to be premonitory: real estate prices in the Big Apple have reached astronomical levels that even the Commodore himself could never have imagined. It’s easy to see why. Manhattan is an island, space is limited and demand will always exceed supply. Buildings may get taller and taller to accommodate a growing population, but they no longer make ground on them. But what if we all wake up one day and find that New York actually has over 20 square miles of land that no one has noticed before?

Today is that day.

Most people don’t think about parking spaces on the street. They are just a fact of life that we all grew up with and that we all accept as normal. People get into their cars, pull over to a sidewalk, enter a store or office, then get back into their car. Pretty simple, right? It’s also incredibly inefficient, it contributes to pollution and ultimately benefits a few people while bothering millions of others. The COVID-19 pandemic has fundamentally changed just about every aspect of our lives, and it has also given us the opportunity to take a step back and really reassess where we want our urban areas to go. And one of the main achievements is that street parking is detrimental to the life of a city.

There is nothing good about the pandemic, and I certainly don’t want to downplay the catastrophic effect it has had on so many families and businesses in the United States. It is nothing less than a national tragedy. But the massive changes caused by the virus have given us a unique opportunity to see how cities can be improved. In the end, none of us were prepared for the pandemic and our infrastructure was not up to par. The only reason we made it through last year was the heroic efforts of millions of people, including city and county officials who burned midnight oil to find solutions to a consuming problem. that no one had ever considered. event.

The Smart Cities Collaborative recently published a special report titled Covid and the sidewalk which explores how cities are making radical changes to street parking. Some jurisdictions actually create curbside parks that turn streets into bustling areas where people can meet and connect. Others are creating transit and bicycle lanes to reduce congestion. There isn’t just one right way to do it, but what is increasingly evident is that now is the time for innovative thinking.

The pandemic may have accelerated this conversation, but it has been going on for some time. Two years ago, the City Journal made a strong case to replace street parking with better options, and Bloomberg find that street space in Manhattan (most of which is free) had a real value of over $ 6,000 (per year?). It’s a lose-lose for everyone except someone from Westchester who wants to hit town for a night out, and that’s not a compelling enough reason to make 44% of Manhattan’s streets unusable. Most of New York’s two-lane streets are actually 50 percent blocked four-lane roads. If you’ve ever spent 45 minutes trying to walk six blocks during rush hour, you know how maddening it is.

The problem, of course, is people are still driving, and that won’t change next year. Thanks to the pandemic, fewer people are using public transportation in most U.S. cities, even as work-from-home policies have become the norm. How to reconcile the desire to reclaim parking lanes with the increase in the number of drivers? The good news is that this is not an insurmountable problem because it is not a situation of choice. This is where parking garages can alleviate just about any problem caused by street spaces without sacrificing drivers’ ability to safely access their workplaces.

At a basic level, this may sound a little optimistic. After all, as anyone who has walked in circles to park in a densely populated city like San Francisco knows, there never seems to be enough garages. But the reality is much more complicated: there are actually a lot of garages in just about every city, but in many cases these are not the “right kind” of garages. So while there may be waiting lists to get a coveted spot in a downtown office tower, it’s likely that a hotel three blocks away or an apartment building from the across the street has additional underutilized spaces. It is not a problem of supply and demand: it is a problem of information exchange. And cities that can figure out how to use empty parking spaces will have a lot more flexibility in their ability to reduce or eliminate on-street parking and reclaim thousands of square kilometers of prime urban properties for everyone to enjoy. can use and enjoy them.

Jeremy Zuker is the co-founder of WhereiPark, a technology company that enables owners of multi-family residential and commercial buildings to discover new sources of revenue through innovative solutions that exploit unused parking spaces.

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Parking facilities

SpotHero IQ now offers dynamic pricing in more than 1,000 car parks

CHICAGO–(COMMERCIAL THREAD) –SpotHero, the leader in digital parking in North America, today achieved a first in the parking industry by launching dynamic pricing capabilities in more than 1,000 parking lots. SpotHero IQ delivers the most comprehensive North American parking industry demand dataset, valued at $ 36 billion, integrating real-time demand data for the most comprehensive view of behavior of consumers.

Now living in over 65 cities with 100 operators in over 1,000 parking lots, SpotHero IQ provides parking operators with automated rate recommendations and inventory management solutions. SpotHero IQ automates the once-manual task of adjusting parking rates online by providing parking operators with dynamic, data-driven rates. This allows operators to determine the optimal pricing in high and low demand environments using real-time data. For drivers, this responds to the SpotHero mission to facilitate travel everywhere at the right price.

“As we approach recovery from COVID, it has never been more important to make data-informed decisions about how to price inventory,” said Mark Lawrence, co-founder and CEO of SpotHero. “SpotHero IQ allows operators to proactively manage demand volatility, whether it’s a lull due to foreclosure or a spike once cities are back on the boom again. In doing so, we help optimize online sales for maximum income for our partners.

Partner operators leveraging the platform see an average increase in revenue of over 40%. One Parking, a national parking operator with more than 80,000 spaces under management, saw its revenues increase by 44% at 19 sites through SpotHero IQ.

“By having real-time data on where and when parking is needed, all the inventory and pricing decisions we make are supported by valuable numbers,” said Rosario Palella, vice president of One Car park. “It has been a game-changer, allowing us to capture parkers in timescales that we wouldn’t have previously. We are thrilled to join SpotHero at the forefront of the parking industry’s evolution towards digital pricing. and dynamic.

SpotHero IQ consists of a larger family of products for the unique needs of each partner. The suite’s namesake product, SpotHero IQ, offers demand-based pricing for online inventory at all parking lots at no cost to operators. SpotHero IQ + integrates with PARCS to overlay parking occupancy data on demand online and provides robust business intelligence tools. Future developments will provide full yield management for all parking inventory.

To learn more about SpotHero IQ and to sign up for exclusive video content, visit spothero.com/sell-parking/iq.

About SpotHero

SpotHero is the leader in digital parking and the only independent off-street parking market in North America. Millions of drivers use SpotHero’s mobile apps and website to find, reserve and access off-street parking at more than 7,500 locations in 300 cities across the United States and Canada. Major carrier partners leverage SpotHero IQ, SpotHero’s AI-powered dynamic pricing platform to make data-driven decisions. For more information visit SpotHero.com.

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Parking spaces

Amherst Town Hall Renovation Will Impact Parking Spaces

Posted: 03/14/2021 20:07:58 PM

AMHERST – Premier parking in downtown Amherst will either be removed entirely or reduced when the North Common in front of City Hall is renovated.

After several years of planning, presentations and discussions, city council will likely vote later this month on the project which CEO Paul Bockelman says could leave more than half of the 32 parking spaces, according to one scenario. , or eliminate vehicles from the site. entirely.

Bockelman said the vote at the March 22 meeting will be for plans that include a landscaped plaza and a lot more green space, even though there are 22 parking spaces left. The project could cost between $ 1.5 million and $ 1.9 million and depends on the injection of $ 500,000 from the Community Preservation Act account.

According to the proposals, there would also be changes to Boltwood Avenue in front of City Hall and Grace Episcopal Church that would make the street one-way south of Main Street. There are also various ways to add more parking if the spaces in the Main Street parking lot disappear.

The council’s municipal services and outreach committee, which in January reviewed plans made by Weston & Sampson of Rocky Hill, Connecticut and the city’s Department of Public Works, is not making a recommendation on the exact plan to follow because he could not reach a consensus. .

Ahead of the vote, the Amherst Business Improvement District surveyed businesses near the Main Street, Amity and South Pleasant parking lot, gathering their thoughts on catering. Amherst Business Improvement District Executive Director Gabrielle Gould wrote in a letter that restoration is important “to the health of our community and to the post COVID-19 economic success of our small businesses.” The deterioration over the years has resulted in what we consider to be a dangerous horror in the heart of our downtown core. ”

But for 63% of the 27 companies that responded to the survey, parking should stay, with the rest preferring not to park on the North Common, but also explaining that the city should do something to encourage space for art. and music and add tables for outside dining.

“The parking ban looks better, but the lack of parking worries me as a business owner,” wrote Rachael Moran, owner of Pasta e Basta restaurant at 26 Main Street.

A similar sentiment came from Lindsey Matarazzo, owner of Russell’s Liquors at 18 Main Street.

“People don’t want to fight to find parking and I don’t think they’re going to park in a garage and come to Russell,” Matarazzo wrote.

Joyce Austin of J. Austin Jewelers, 31 South Pleasant Street, wanted the parking lot removed. “It’s welcoming and much more appealing without the automobiles taking up space,” Austin wrote.

The plans also gained support from the Amherst Area Chamber of Commerce. John Page, its Director of Marketing and Membership, wrote last fall that “the revitalization of the North Common and Main Street lot will contribute to a vibrant downtown, attracting visitors, customers and permanent residents.”

Scott Merzbach can be contacted at [email protected]

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Parking garage

State College: Parking Garage Repair and Construction Overview

State College Borough has been asked to spend around $ 4 million over the next three years – and $ 7.3 million on a 10-year plan – to keep its four parking lots in working order, based on a report examined Monday by the borough council.

According to the condition assessment report, which is carried out by an external consultant approximately every seven years, repairs should be made to correct structural problems, improve waterproofing, stabilize cracked facades and other fixtures, in order to ‘Ensure the garages and their 1,563 combined parking spaces last.

The projected cost this year alone is $ 1.48 million, nearly half of which is for the Beaver Avenue garage.

“These are expenses that are going to be necessary to maintain these vital parking assets,” added Ed Holmes, interim parking director for the borough.

Due to the impact of COVID-19 on the borough’s parking fund – on-street parking and garages remained free for long periods of 2020 – the borough will have to borrow money for the three-year plan short term and refinance the old debt. The Board will have to approve everything and it is expected to vote on the borrowing authorization at the next regular meeting on March 15th.

Here’s a closer look at each parking garage, recommended repairs / issues and associated costs, by Walker Consultants at Monday’s Borough Council meeting:

Garage on avenue des Castors

Built: 2005 (Precast concrete of normal weight)

Parking spaces: 529 (195,000 square feet)

Estimated costs over 3 years: $ 1.21 million

Estimated costs over 10 years: $ 3.28 million

beaveravenue_brick.jpg
Walker Consultants Condition Assessment Report

Yes, this is the “new” – or at least the “newest” – garage. But, at 16, it’s time to invest more in repairs so it can last another 40 years, officials said. This is why the projected costs of this garage over the next decade are over $ 1 million more than the next most expensive garage.

One of the main concerns here, at least in the short term, is the loose, cracked and bulging thin brick facade. Most of the loose areas were removed in January, but Walker Consultants said the extent of the damage was more severe than initially thought – and recommended removing the brick facade entirely and replacing it with a textured coating to prevent the brick from potentially falling on pedestrians. .

Repairing this brick facade is expected to cost about two-thirds of the estimated $ 741,000 in repairs to the Beaver Avenue garage for 2021. This ($ 485,000) is more than double the facade repair costs for the other three garages – combined – over the next 10 years.

“This brick is starting to present security problems”, admitted the director of the borough, Tom Fountaine. “So we’re going to have to sort this out. “

Overall, however, the garage is still considered to be in “good” condition. Other problems include chips and cracks in the stairs, occasional deterioration at the base of some handrails, loose support rods, sealant issues, window seals in fairly poor condition, broken light fixtures or aging, door rust, damaged / missing signage, etc.

Fraser Street Garage

Built: 1985 (CIP P / T Normal weight concrete)

Parking spaces: 335 (154,000 square feet)

Estimated costs over 3 years: $ 564,000

Estimated costs over 10 years: $ 929,000

fraserstreet_beams.jpg
Walker Consultants Condition Assessment Report

Although it is the second oldest parking garage in the borough and the third largest, its projected costs remain the cheapest.

“Very minimal work must be done with the Fraser Street garage over the next few years,” said Borough Facilities Director Thomas Brown.

Walker Consultants has labeled the garage as in “fair” condition with the garage having at least 10 years in its lifespan. However, in order for it to last a little longer, the garage will need to modernize and maintain its waterproofing system due to corrosion and deterioration.

The maintenance cost in 2021 here will be around $ 124,000. The most expensive repair will be the injection of epoxy into the concrete slabs, with an expected price of $ 34,500. Other issues to be addressed include deterioration / cracking of beams, separation near vertical joints, unpainted edges, changes in elevation (slopes) that need to be painted, leaching, sealant of perimeter windows, corrosion of balustrade bases, etc.

McAllister Street Garage

Built: 1991 (Precast concrete of normal weight)

Parking spaces: 218 (66,000 square feet)

Estimated costs over 3 years: $ 645,000

Estimated costs over 10 years: $ 1.1 million

mcallisterstreet_flange.jpg
Walker Consultants Condition Assessment Report

The smallest car park in the city center of the district has no particular problems. In fact, the problems here are recurring.

The McAllister Street garage has a number of chips and cracks in the concrete at the roof, in addition to broken shear connections. “We’ve been doing it for years in this parking lot,” Brown said.

That garage shouldn’t be a priority this year, with just $ 20,000 in costs planned – and $ 625,000 in costs planned for next year.

According to Walker Consultants, the structure is in fair condition with some areas in poor condition, such as the poured-in-place concrete retaining wall along the exterior ramp. Other issues include loose aerial concrete, broken concrete at edges, wall cracking due to moisture issues, out-of-code ramps, washout, leak stains, column deterioration, worn paint, faulty window seals, clogged drains, etc.

Pugh Street Garage

Built: 1972 (CIP P / T lightweight concrete)

Parking spaces: 491 (158,000 square feet)

Estimated costs over 3 years: $ 1.43 million

Estimated costs over 10 years: $ 1.98 million

pughstreetSLAB.jpg
Walker Consultants Condition Assessment Report

Pugh Street is unique in several ways. On the one hand, it’s the oldest downtown garage in the borough for 13 years – and it’s the only garage to use lightweight concrete. Maybe then it shouldn’t be too surprising that this garage is nearing the end of its lifespan, even with repairs.

Depending on the borough, the Pugh Street garage can probably be used for another 7-10 years. After that? Well, that’s something the borough council will have to discuss. (“Strategic abandonment” or a new structure are the two options.) Either way, in order for this garage to remain functional in recent years, there are some structural components that need to be repaired. Further tests are also underway to rule out a change in the quality of the concrete, which could increase expected costs.

The cost in 2021 alone will be $ 591,000, with the largest expense – repairing slab edges due to cracks – accounting for more than half of that amount. Other issues include sealer failures, deterioration of edgings and columns, rusted handrail bases, out-of-code ramp guardrails, washout cracks, paint peeling, elevator maintenance , dirty and aging signage, etc.

The full report on the condition of the four garages, and their associated costs, can be found on Monday’s Borough Council agenda at statecollegepa.us.

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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Parking spaces

City redesigns parking spaces ahead of RCC campus opening

Matthieu Sasser | Daily newspaper

The parking lines along Caroline Street are now much clearer.

ROCKINGHAM – Parking lines in downtown Rockingham have been redeveloped in anticipation of increased traffic in the area once the new Richmond Community College campus opens to students.

Caroline Street, West Washington Street, West Franklin Street, the 100 block of East Washington Street, part of North Hancock Street, part of North Lee Street and around Harrington Square have been reinserted. On-street parking spaces will now be able to be located much more easily.

The project has been worked on and off over the past few weeks, as weather conditions permitted.

The old scratches had faded and deteriorated over time.

“With the upcoming opening of the RCC bringing additional traffic to the city center, city staff felt it was appropriate to redesign so that available on-street parking was clearly demarcated,” Deputy City Manager John said. Massey in an email.

The RCC semester will start on January 28. Although the building will not operate at full capacity, hundreds of students are expected to attend classes.

Parking had always been available on these streets before, but the new strip makes it easier for individuals to navigate the busy intersection.

The 100 block of North Lee Street was repainted when it was redone as part of the RCC Project last fall. Block 200 of S. Lee Street will be removed in the near future.

There have been concerns about parking in downtown Rockingham, which have increased since the new RCC campus.

According to Massey, on-street parking is generally available on all streets in the city, unless it is specifically signed to prohibit or limit it. There are no future tracing projects underway at this time.

To support the Richmond County Daily Journal, subscribe to https://www.yourdailyjournal.com/subscribe.

Contact Matthew Sasser at 910-817-2671 or [email protected]

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Parking spaces

Should blind people in Berkeley be forced to buy parking spaces? – Streetsblog California

At 4 p.m. Tuesday, Berkeley City Council is expected to address the subject of parking regulations. The reforms recommended by the Planning Commission would remove the minimum parking requirements for all residential land uses, with the exception of certain lots located on roads less than 26 feet wide in hillside areas. The Planning Commission also recommends the adoption of maximum parking limits and the establishment of requirements for managing transport demand for residential uses.

City Councilor Sophie Hahn proposed to maintain the current minimum parking requirements in all Hillside Overlay areas, which would mean continuing to force the inclusion of parking in residential buildings adjacent to UC Berkeley, where residents ( mostly students) are the least likely to own a car. It also recommends continuing to require disabled parking spaces in large residential buildings.

What is the best approach? To understand this, think about what minimum parking laws do, who pays the cost of complying with them, and how they affect people with disabilities.

Minimum parking regulations specify the minimum number of parking spaces that must be provided for each land use. The cost of bringing them into compliance is high. In the Bay Area, the cost of constructing, operating and maintaining a parking garage typically exceeds $ 300 per month per parking space, annually, for the expected 35-year useful life of the parking garage. the structure.

Builders pay for this parking lot, but they pass the cost on in the form of higher rents. Researched by CJ Gabbe from the University of Santa Clara and Gregory Pierce from UCLA found that nationally, bundling the cost of a garage space into rents adds about 17 percent to a unit’s rent.

“Minimum parking requirements create a major equity issue for car-less households,” write the study’s authors. Regulations force people without a car – usually on low incomes – to pay higher rents for parking that they do not need and cannot use.

For people with disabilities, the charges imposed by minimum parking regulations can be particularly significant. This is because people with disabilities are less likely to drive. At national scale, only about 65 percent of people with disabilities drive a car, compared to 88 percent of able-bodied people. Blind people and those who cannot drive often live in urban areas where they can meet many of their daily needs on foot, by public transport or by taxi. In many parts of the city, for example, less than half of people with disabilities drive.

The minimum parking requirements act like a matching grant program – limited to those who can find a way to match the grant. The high cost of keeping them raises rents for everyone, but only those who are wealthy enough to buy, insure, refuel and maintain an automobile benefit.

In addition, you must be able to pass a driving license test. For millions of Americans with disabilities, these two barriers are too many. About 13% of American adults say they have difficulty seeing even when wearing glasses or contact lenses. Many more Americans cannot drive because of strokes, developmental disabilities, or other disabilities. Others cannot afford a car.

Minimum parking regulations often increase rents for people with disabilities who cannot drive, mistakenly thinking that this creates “free” parking for everyone – but especially for able-bodied people with higher incomes.

In the worst case, rent increases caused by minimum parking regulations lead to homelessness. The US Department of Housing and Urban Development Annual Homelessness Assessment Report 2008 found that about 43 percent of people in homeless shelters had some form of disability. Too often Americans with disabilities end up sleeping in doorways, under freeways, or in unheated garages.

Cities across America have now recognized the unintentional damage caused by minimum parking regulations and have adopted reforms to repair the damage. Two key reforms are:

1. Remove minimum parking regulations. Progressive cities like Buffalo, Edmonton, Emeryville, Hartford, Hudson (NY) and San Francisco have removed minimum parking requirements throughout the city. Many others, including Fremont, Hayward, Lancaster, Los Angeles, Mountain View, Oakland, Sacramento, San Diego, and Santa Monica have removed them in some neighborhoods.

Removing parking minimums benefits people with disabilities in several ways. For some, this can make home ownership possible. UC Berkeley researchers Wenyu Jia and Martin Wachs found that in San Francisco, twenty percent more households could qualify for loans on condominiums that do not include parking.

Others may convert unused garages into homes. The average rent for a studio in Berkeley is around $ 1,800 per month. A Berkeley homeowner with a failing eyesight or other disability that makes owning a car unnecessary could use a home equity loan to convert their garage into an apartment. This could pay for many taxi rides, while still providing modest accommodation for someone in need.

Removing mandatory requirements for the construction of parking lots does not mean that new developments will not have parking. It just makes parking an optional convenience, rather than a mandatory purchase. This gives everyone the opportunity to save money by owning fewer cars.

Provision and use of off-street parking in Berkeley subdivisions.  Source: Nelson  Nygaard Associates
Provision and use of off-street parking in existing Berkeley subdivisions. Source: Nelson Nygaard Associates

It also opens up new parking possibilities. In San Francisco, new car-free homes often offer the option of renting excess parking in neighboring buildings. If Berkeley removes the minimum parking laws, the same phenomenon is likely to emerge.

A recent study commissioned by the City of Berkeley found that minimum parking regulations created so much excess parking that in the average Berkeley apartment building, 45 percent of the off-street parking supply is vacant during the hours when it is most in demand. In apartment buildings below the market price, 58 percent of off-street parking is vacant – unused and unnecessary – during peak hours. Removing minimum parking regulations will allow this existing but wasted space to be used or converted to better use.

2. Place the housing first. San Francisco no longer spends meager public money to build parking lots in its below-market real estate developments.

Octavia Court, for example, offers fifteen affordable housing units for people with developmental disabilities and their families. Making the project a car-free building served three purposes: it reduced the cost per house, allowing the city to build more houses with its limited funds; he maximized the number of apartments that could fit on the constrained site; and it has avoided spending money on expensive equipment – parking – that its residents with developmental disabilities will never be able to use. San Francisco realized a simple truth: When thousands of Americans with disabilities live on the streets, the meager funds allocated to affordable housing should not be used to subsidize cars.

Some Americans – including some of my family – have disabilities and drive. It is important to meet their needs, allowing new apartment buildings to include parking for those who want it. But people who can’t afford or choose not to own a car should never have to pay for a parking space they can’t use.

And blind people shouldn’t have to pay for parking spaces they don’t need and can’t use.

Patrick Siegman is a transportation planner and economist. While a director at Nelson Nygaard Consulting, he led the Parking and Transportation Demand Management Study in Downtown Berkeley and the UC Berkeley Parking and Transportation Demand Management Master Plan.

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Parking garage

The parking garage is starting to be built. What there is to know

A year after the demolition of the aging California Street parking garage, crews began work on Thursday on the foundation of a new six-story parking structure that is one of seven multi-story structures that will make up “Block 7” at the building. downtown Redding.

The huge redevelopment project is kind of a grand finale for the construction superintendent.

“I started my career here at Redding 45 years ago. I worked on the Mt. Shasta Mall, ”said Bud Shope of Modern Building Inc. as cement trucks fed the workers concrete for the foundation. “So this will be my last job. It is a beautiful reference project to put an end to it.

Block 7 will include affordable and market-priced apartments, offices and commercial enterprises, and Shasta College programs. The project is a development of the McConnell Foundation and K2 Development in partnership with the city.

RELATED: Bay Area group buys entire block in downtown Redding

Prepare to pay to park in the new downtown garage

Shannon Phillips, chief operating officer of the McConnell Foundation, said the new parking lot is expected to be completed by the end of next fall. And it will open when finished. There will be 398 spaces for building tenants and the public.

The old California Street Parking garage had 650 spaces. But a 75-space lot at the south end of the old parking structure opened in September, and the city leased other lots from downtown owners to help deal with the parking shortage. .

Phillips said it would cost money to park in the new garage.

Crews used a cement chute on Thursday, December 10, 2020 to begin foundation work on a new six-story parking structure that is part of the Block 7 project in downtown Redding.

“We are working closely with the city,” she said. “So we haven’t set a rate of pay for the parking structure. “

Crews pour foundations from this month

Shope said the first foundation slab will be poured on December 18, and the second slab is expected to be poured on January 8. After the foundation has broken down, workers can start building the parking lot.

“We were blessed with the weather. It was a very good fall, ”he said. “We push really hard because once the slab is poured, we are kind of wintered. “

Preview of what’s to come for Shasta College in May 2021

Meanwhile, work on the five-story north tower is slated to begin this spring with an expected completion date of May 2021.

Aerial rendering of the proposed building as it would be seen on California Street.

Shasta College will occupy three floors of the North Tower for various programs, including its community leadership center, community education and kinship program, said school president Joe Wyse.

RELATED: This couple opened two plant stores during the pandemic; now they are coming to Redding

Phillips said there was a chance the two-year college would occupy the entire North Tower. But that will depend on whether Shasta can get federal tax credits for new business to “acquire the five floors,” she said.

For years, the college’s University Health and Health Sciences Center operated downtown at the north end of the Market Street promenade.

Summer 2022: downtown receives affordable housing

Work on the three separate buildings that will include 78 affordable apartments will begin after construction of the North Tower begins, Phillips said.

The three buildings will each have three and a half stories and will take around 18 months to complete, meaning the apartments could be ready for tenants by the end of summer 2022, Shope said.

Cement manufacturers are working Thursday, December 10, 2020 on a new six-story parking structure that is part of the Block 7 project in downtown Redding.

There will be two other buildings. When will they be built?

The market-priced four-storey apartment building with shops and offices on the ground floor will be located to the south between the parking garage and the affordable apartment buildings. A start date for this building has not been determined.

The seventh building will be at the southern end of the project, where the 75-seat land is now located. But Phillips said it hasn’t been determined what will be built there, so the parking lot will remain in place in the interim.

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David Benda covers business, development and everything else for the USA TODAY network in Redding. He also writes the weekly column “Buzz on the Street”. He is part of a team of dedicated journalists who investigate wrongdoing, cover the latest news and tell other stories about your community. Join him on Twitter @DavidBenda_RS or by phone at 1-530-225-8219. To support and support this work, please register today.

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Parking garage

With new parking lot, Palo Alto seeks to oust workers from residential neighborhoods | News

When the new Palo Alto parking lot near California Avenue opens to the public next month, it will stand out both as one of the largest structures in the city’s “second downtown” and as a visible symbol of the city. the city’s changing approach to parking space management.

For area employees, the new focus will mean paying significantly more for parking permits in public lots and garages and potentially losing the right to park on neighborhood streets for more than two hours in total.

For residents of the adjacent neighborhoods of Evergreen Park and Mayfield, this will create a new requirement that they will have to purchase residential permits to park near their homes – permits that are free since the Residential Preferential Parking Program (RPP ) debuted in early 2017.

The policy changes, which the city council plans to discuss on Nov. 9, call for a reduction of 120 in the number of preferential residential parking permits the city sells to employees in the California Avenue area in March, when the new sales cycle. will begin. A new report from the Office of Transportation says the move will be part of a multi-year process to eliminate all employee permits and create a system in which only residents are allowed to park on neighborhood streets for longer. two hours.

The new report notes that staff are beginning a “phased process to potentially eliminate all remaining employee permits” in the Evergreen Park and Mayfield neighborhoods and plan to recommend further reductions in March 2022.

Once the process is complete, the California Avenue area will shift from the downtown model, where employees and residents can each obtain permits to park on the streets – to the College Terrace model, where only residents can obtain permits. and everyone is subject to two hour deadlines.

The new plan represents the most significant change to Evergreen Park-Mayfield’s permitting program since council adopted it in response to years of complaints from residents about the high number of employees parked on their streets. Since then, the council has made numerous changes to the program, implementing and then refining a zone system with a specified number of work permits in each zone in an attempt to distribute the impact throughout the RPP zone.

The new six-story garage at 350 Sherman Ave. offers the city an opportunity for even more radical change. The $ 37 million structure will bring 636 spaces to a neighborhood historically hampered by parking shortages and long waiting lists for employees seeking permits to park in existing garages. According to transportation staff, the waiting list now numbers around 228 employees.

While the COVID-19 pandemic has effectively eliminated this problem, with many employees now working from home and the city not enforcing parking restrictions in the shopping area, the new report says the city is staying the course with its plan to move more employees out of neighborhoods and in off-street parking lots, including the new garage.

According to a city proposal, the two upper levels of the new garage will be reserved for employees on weekdays until 11 a.m., after which visitors will also be allowed to park there. The approach, according to staff, provides space for the 120 employees who would no longer be allowed to park in the Evergreen Park and Mayfield neighborhoods and for those on the waiting list for garage permits.

The Sherman Avenue garage will have sensors on the upper levels to monitor all entrances and exits. If a car does not have a valid license, the system can automatically send an alert to enforcement personnel, according to the report.

The proposed change to the Evergreen Park-Mayfield program is part of Palo Alto’s larger change to make it more difficult for employees to park on residential streets. Last year, the council responded to concerns about parking shortages in a section of the Old Palo Alto neighborhood near California Avenue by enacting a new RPP program area that does not include employee permits. While the Old Palo Alto program was introduced on a “pilot” basis for 12 months, city council voted on October 5 to make it permanent. In doing so, the council rejected a staff recommendation to extend the pilot program for one year in order to collect accurate data on vehicle occupancy.

Transportation chief Philip Kamhi told the council the pandemic has made it impossible for staff to assess the results of the program, which the city stopped implementing in March.

“The initial community contribution was mostly positive, but COVID-19 prevented staff from carrying out the promised assessments as was done for previous RPP programs,” Kamhi said.

Neighborhood residents overwhelmingly supported making the program permanent without any further extension of the trial.

“The residents are happy with it,” Chris Robell, who lives in the area and helped establish the program, told council. “They are happy to be protected from not being commercial parking. We ask that you please approve it and be done with it.”

While three council members – Mayor Adrian Fine, Alison Cormack and Liz Kniss – initially supported expanding the pilot program, the other four members preferred to make it permanent without further evaluation. City Councilor Lydia Kou said it would give “peace of mind” to residents who have gone through the process of implementing the program.

“I don’t think they should live with that thought, wondering as they get closer to the end of this year in October… if this is going to become an ongoing program or if it is going to be phased out.”

The board ultimately voted 6-1, with Fine dissenting, to make the program permanent.

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Parking spaces

Pitt Article Shows Parking Spaces Near East Liberty Bus Station 30% Underutilized | News | Pittsburgh

CP Photo: Aaron Warnick

East Liberty Bus Station

As a rule, new developments come with new parking spaces.

Most people in Pittsburgh travel by car, and developers assume that most people visiting their new retail and housing structures will need parking spaces. As a result, developers tend to build a lot of parking. However, there are pockets in Pittsburgh where this logic does not work. According to a 2018 report by a University of Pittsburgh graduate student, one of these areas appears to be near the East Liberty bus station.

The report is titled “Measuring the Parking Characteristics of Transit Oriented Development” and it examines the use of large parking structures near the MLK East Busway station in East Liberty. It was written by a then graduate student at Pitt.

Three parking structures near the bus station were analyzed: the Target garages, the Eastside Bond apartment complex, and the Walnut on Highland apartment building. These garages, according to the study, are all considered a Transit Focused Development (TOD) because they are so close to a busy transit station, the East Liberty Bus Station, not to mention several other popular bus stops.

Data was collected from 6 a.m. to 11 p.m. over three days in 2018: Tue 9 October, Thu 11 October and Sat 20 October.

The article’s findings indicate that all three stations oversized their parking structures by 30 percent.

“When you compare the actual usage to the built capacity of each TOD and the total study area, the usage rate is between 52% and 70% during the weekend rush hour and during the week, ”reads the report. This means that these TODs were at least 30% oversized at the time of construction.

Click to enlarge East Liberty Study Area Showing Transit Focused Development - REPORT SCREENSHOTS

Screenshot of the report

East Liberty Study Area Showing Transit Focused Development

This study adds context to a battle over parking spaces currently taking place during the redevelopment of Shakespeare Giant Eagle in Shadyside. The developers want to build 492 parking spaces in the planned grocery / housing complex located just meters from the East Liberty bus station.

Advocates want the developer to build fewer parking lots and have caused them to reduce the number of spaces to 550, but they believe that number could be reduced even further. Housing and transit advocates believe the money saved could be used to build more affordable housing or to pay for transit passes for residents of the new complex.

The developers disagree. John Clarkson of Greystar Real Estate Partners, who is working on the apartments for Shakespeare’s proposal, said CP in September that he recognizes that developers should build projects with less parking, but that in this case the demand is there.

“We don’t want to build more parking,” Clarkson said. “But for now, I would say we need a parking lot for this project. ”

The report also shows that there are already too many off-street parking spaces in this area.

Eastside Bond Garage has a total of 554 parking spaces. The garage is open to the public during the day and there are also a number of rented parking spaces for residents of the 360 ​​housing units. Peak daytime use occurs between 6-9 a.m. and 6-11 p.m. During those times, usage was between 55 and 65 percent. On weekends, the peak usage was about the same.

This means that even at peak times there were still around 200 empty spaces in the garage which sits almost directly above the East Liberty Busway station.

Click to enlarge Using the Eastside Bond Parking Lot - REPORT SCREENSHOTS

Screenshot of the report

Use of the Eastside Bond car park

According to figures from the Port Authority, this station has 4,200 combined departures and stops (total number of passengers getting on and off the bus at the station) per weekday. This actually exceeds the number of weekday activations and deactivations at the First Avenue Downtown light rail station. Including all bus stops within a four-minute walk of Shakespeare’s development, including the bus station, more than 6,700 people get on and off the bus.

Laura Wiens of the local Pittsburghers for Public Transit (PPT) organization wants developers to build less parking. She presents the study as proof of what her group advocates.

“In light of this, it becomes very clear that we are building too many parking lots,” says Wiens. “Especially right next to East Liberty Transit Station, the best transit area in town.”

Port Authority spokesperson Adam Brandolph said the authority was aware of the study because of its potential impacts on transit decisions and pressure from the authority to advocate for the TOD.

He says the Port Authority did not verify the numbers in the report to verify their accuracy, but the “finding supports our anecdotal evidence.”

According to the report, the East Liberty Target parking lot has 446 parking spaces used by public customers. Its peak usage occurs between 12 p.m. and 3 p.m. and is between 49 and 52% on an average weekday. On weekends, peak usage jumped to 57-60 percent, and also occurred in the early afternoon. Even at its peak, there were well over 100 spaces available for parking.

Click to enlarge Use of East Liberty Target parking lot - REPORT SCREENSHOTS

Screenshot of the report

Use of the East Liberty Target parking lot

The Walnut on Highland garage, which is reserved for tenants of the two adjoining apartment buildings with a total of 194 units, contains 182 private spaces. Buildings are occupied at a rate of 97 percent, but only about 70 percent of parking spaces are used.

The report also examines on-street parking in the area near the East Liberty bus stop and notes that peak usage is around 77% on weekdays and 83% on weekends.

Wiens says future developments in the area should focus on housing density and try to limit the number of parking spaces built.

“It’s a great opportunity,” says Wiens. “We need more density. It will encourage more people to use [transit]. When you build more parking, you [give] incentive for more cars to come to the neighborhood.

Wiens also notes that there is a lot of money the developers are setting aside for parking spaces. A PPT article argues that Shakespeare’s developers could save $ 4.6 million if they reduced the number of parking spaces to align with the minimum zoning requirements at East Liberty, which is one parking space for two. housing units. (Shakespeare’s proposal is technically in Shadyside, where the minimums are higher, but the developers have convinced city officials to accept a gap to lower them earlier.)

The giant eagle of Shakespeare Street - PR PHOTO: JARED MURPHY

CP Photo: Jared Murphy

The giant eagle of Shakespeare street

A UCLA 2014 study shows that surface parking garages required by parking minimums increase the average U.S. project cost by 31 percent.

Wiens says it makes financial sense and would be a boost to economic equity in the region if less parking was built at Shakespeare’s site, especially if the money saved was used to build more affordable units and / or provide residents with transit passes.

“When we talk about overbuilding hundreds of spaces, like in Eastside Bond and Target, it adds up to millions of dollars,” says Wiens. “There is so much wasted space. ”

She says this makes housing unaffordable for residents, which is only exacerbated by the fact that these units are close to frequent and good public transport, which is more frequently used by low-income people.

“This money should be used for free bus passes,” Wiens says. “If you have 30 people getting free bus passes, that reduces parking requests.”

Read the full report below.

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Parking spaces

Removal of shoreline parking lots approved | Local News

NEWBURYPORT – The Newburyport Redevelopment Authority voted unanimously on Tuesday evening to remove 125 parking spaces from the central waterfront in September, a move intended to encourage drivers to park in the new car park.

The parking spaces would be removed from the East and West lots of the Redevelopment Authority on September 16, with preliminary work by the Department of Public Services starting a week earlier.

When issuing the building permit for the new Titcomb Street parking garage, the planning board included a condition that the city must remove at least 100 parking spaces from the central waterfront to make way for a park expanded waterfront, which has long been in the works and is one of the main results expected from the impending dissolution of the Redevelopment Authority.

Planning director Andy Port stressed on Tuesday that the spaces must be removed in time for a traffic study in mid-September that will assess the parking lot’s impact on vehicular traffic through Market Square. He said officials expect this will alleviate traffic, which is often extremely heavy on busy summer days.

The Redevelopment Authority presented a draft plan for the waterfront park expansion at Tuesday’s meeting. Mayor Donna Holaday said the removal of the spaces was also meant to show residents that “the park is coming after decades” of planning.

Asked by Authority Chairman Andrew Sidford when work on the expanded park would begin, Holaday said they would begin “as soon as the NRA is disbanded,” in which case the city would “immediately issue a (request for proposals) for someone design the park.”

Some residents have expressed concern over the removal of spaces and suggested temporary closures while the parking study is underway.

“I’m not ready to see parking spaces removed until there’s a comprehensive plan for the park,” resident Peter Fitzsimmons said, recommending the city only close parking lots on weekends. coming ends.

Matt Coogan, the mayor’s chief of staff, said removing the spaces was necessary to get residents and visitors used to the idea of ​​using the parking lot.

“The sooner this change happens, the sooner people will adjust their daily lives,” Coogan said. “By eliminating the spaces now, it will give people time to adapt and that is happening very quickly.”

Holaday added that the city will create an “interim park” in the area, where tables, chairs and games will soon be placed pending the approval process for the expansion.

Writer Jack Shea covers Newburyport Town Hall. He can be reached by email at [email protected] or by phone at 978-961-3154. Follow him on Twitter @iamjackshea.

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Parking spaces

Study finds 30% of parking spaces in new apartment buildings are unused

The answer, says Hart, is generally yes.

She is the main author of a study published on Wednesday by the Metropolitan Area Planning Council, which investigated nearly 200 apartment buildings inside Route 128 and found that about 30 percent of their parking spaces are unused, even in the wee hours of the day. morning, when most residents are probably at home.

It is a discovery with major implications for the housing crisis in the region.

Building parking garages is expensive and the unused space devoted to cars cannot be easily reused for parks, squares or larger housing units. Yet officials in many towns and villages, under pressure from residents worried about losing street parking to newcomers, are demanding that new buildings include one parking space for each unit, and sometimes more.

Such policies should be reconsidered, said Hart, who argues that more on-site parking encourages car ownership and is often not necessary, especially in places well served by the MBTA. .

“These cities have a lot of opportunities to really shape the development models in the future,” she said. “If you’re looking to build a community that has a lot of traffic and shows and all that, build a lot of parking. If you want a more workable and sustainable community, build less.

Hart led a team of MAPC researchers on the study, which simply counted the number of cars parked in 189 apartment and condo buildings in 14 towns and villages, between 11 p.m. and 4 a.m. In total, nearly 20,000 parking spaces were counted.

The researchers found empty spaces all over the place, with an average building’s parking lot being about 30% vacant. Buildings with easy MBTA access to employment centers, or with more affordable housing, tended to have more empty spaces. Buildings located in higher income neighborhoods and, perhaps ironically, those that offered more parking per unit, tended to have less.

This is an indication that parking requirements are often too high, said Tim Reardon, director of data services at MAPC. The report estimates that an average parking space costs $ 15,000 to build – much more in underground garages – a cost that then goes into rents whether the space is used or not.

A view inside the garage at 160 Pleasant St. in Malden Center.David L Ryan / Globe Staff / Globe Staff

Reardon said there is at least some evidence that the presence of on-site parking attracts high-income renters. This, in turn, increases everyone’s rent.

“It creates a convenience that developers then charge for,” Reardon said. “Essentially, by creating lots of parking lots in areas oriented towards public transport, we are increasing the cost of housing. “

There are places that try to go the other way.

The city of Boston, for example, typically requires less parking in buildings in its denser neighborhoods and near MBTA stations. In recent years, it has allowed a few buildings with no parking at all – sometimes coupled with rules that even prohibit their future residents from receiving on-street parking permits.

But restrictions may face a fierce pullback in places like Brighton and South Boston, where new developments have sprung up and competing for street parking can feel like blood sport.

Just this week, amid criticism from neighbors and locally elected officials, developers who want to turn the shuttered Edison power plant in south Boston into a 1.8 million square foot campus with housing and offices. pledged to incorporate more than 1,200 parking spaces into the project, including 120 reserved for neighborhood residents at night and on weekends – a deal specifically requested by U.S. Representative Stephen Lynch, a Democrat.

Some inner-city towns are trying new approaches themselves. Arlington allows developers to build less parking than normally required if they subsidize T passes or pay an allowance to residents who do not have a car. New buildings in Watertown may choose to rent parking spaces, at market rates, separately from apartments. It’s an option that has proven popular with developers, said Laura Wiener, senior transportation planner in Watertown, and compelling to neighbors worried about increased traffic on their street.

“The best argument for this is that it reduces traffic,” she said. “If there are 10 cars for 10 units, instead of 20 cars for 10 units, there will be fewer cars on the roads.”

The more flexible approaches to parking are an improvement over rigid space-per-unit rules, Hart said. And the region will need more communities to adopt such rules as the region becomes increasingly congested, making every acre of asphalt all the more valuable.

“We counted 6,000 empty spaces in the middle of the night,” she said. “Imagine how many are vacant in the middle of the day.”


Tim Logan can be reached at [email protected] Follow him on Twitter at @bytimlogan.

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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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City center car parks will now be billed 24/7

New “pay on foot” machines have been added to the three parking lots in downtown San Luis Obispo.

The system will now operate 24 hours a day, seven days a week, which will no longer be free for customers who leave after parking officers leave for the evening.

Parking booths will continue to be manned by attendants who will accept cash or credit, but hours will vary depending on the facility. If the booth is empty, bettors can pay by credit card on exit or before leaving at one of the new “pay on foot” machines.

Street parking meter prices will continue to be free after 6 p.m.

“The new system will reduce the time it takes to get in and out of each facility, provide additional payment options, and allow the city to dynamically link parking availability per location to the city’s website and possibly a platform. mobile. according to a press release from the city of San Luis Obispo.

The new system is expected to be rolled out in both Palm Street parking lots in the coming days. Carolyne Sysmans | Mustang News

The system is now in effect at the Marsh structure. The two Palm Street structures will follow in the coming days.

Two new payment terminals will be set up in each of the three structures in the city center, where users can pay for their parking in cash or by credit card before returning to their car and then inserting the validated exit ticket.

“It might be a learning curve for people at first, but once people get used to the system they will know it will get them in and out much faster,” said Scott Lee, parking manager. of San Luis Obispo.

The hourly parking rate will not change. Rates will continue to be free the first hour and $ 1.25 per hour thereafter. The daily maximum will remain at $ 12.50.

According to Lee, the reason for the change was that the old system had been in place for 15 years and the new system will allow them to enter occupancy data in order to make the system more efficient. Lee said they were looking for ways for customers to check parking lot fill levels with the system.

No parking agent will lose their job. They will continue to be there, but not necessarily inside the outgoing booth. Lee said allowing them to be on foot would help speed up the exit process by providing assistance with payments and keeping an eye on the garage.

“They’ll be able to walk around the garage, help orient themselves and almost act like security guards,” Lee said. “It should improve the customer experience. “

Carolyne Sysmans | Mustang News

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Parking spaces

Des Moines has 83,000 households and 1.6 million parking spaces

Des Moines has seven times more parking spaces than people, according to a new study from the Mortgage Bankers Association.

The Research Institute for Housing America arm of the association reviewed parking inventories in Des Moines, New York, Philadelphia, Seattle and Jackson, Wyoming. He found a “large amount of parking”.

Des Moines has 1.6 million parking spaces, according to the study. This represents around seven parking spaces for each of the city’s 217,521 residents in 2017.

The report argues that cities have made “monumental investments in parking”. And he says the results come at a time when people are driving less and parking demand is declining.

Cars drive past a parking lot on Third Avenue in downtown Des Moines on Friday, July 13, 2018. According to a recent study, Des Moines has a large number of parking spaces.

In Des Moines, city leaders recognize that driving and parking behaviors are changing. In response, the city has exempted many projects from its minimum parking requirements on new developments. And a new change in the city’s zoning code further relaxes parking rules.

Following:

“My conclusion is quite basic: the investment in parking really exceeds the current parking demand, which is really interesting,” said Eric Scharnhorst, author of the report. “Because future demand will likely continue to decline. “

The study valued the parking infrastructure in Des Moines at $ 6.42 billion. He counted the total number of spaces in surface lots, residential driveways, on-street parking and private parking garages within the city limits of Des Moines.

Scharnhorst, start-up manager Parkingmill, says an oversupply of parking spaces means city leaders have the opportunity to rethink the uses of many dedicated parking lots, which are often found in desirable areas of the city.

“It’s just a really big opportunity in Des Moines. The occupancy rates are pretty low. But the inventory is really high,” he said. “Often the parking spaces are in very convenient places because you want to get to where you want to go. “

“We must take a step back as a city”

Scharnhorst’s study used a mix of high-resolution satellite images as well as data from property tax assessors, city departments and large institutions.

The study found that 83 percent of Des Moines parking spaces are in off-street parking lots and driveways; 10 percent are on the streets; and 7 percent are housed in structured off-street parking.

Of the five cities examined, Des Moines had one of the highest household-to-parking space ratios, with 19.4 spaces for each household in the city. Jackson had the largest with 27.1 places for each household and New York had the lowest ratio with 0.6 places for each household.

Philadelphia was houses 2.1 million parking spaces – 500,000 more than the 1.6 million stalls in Des Moines. With around 1.5 million residents, the city of Philadelphia is nearly seven times the size of Des Moines.

Larry James Jr., a real estate attorney in Des Moines who works with developers, said the numbers indicate a need to rethink the city’s approach to parking.

“We need to take a step back as a city,” said James.

He knows people are still complaining about parking, having trouble finding a spot on Court Avenue, or having to park three blocks from their East Village destination.

But it’s all relative: “The reality is that when you go to Jordan Creek Mall, you don’t think about walking three or four blocks when you go to the movies because you can see the front door,” he said. he declared.

James advocates letting the local market determine how much parking is required, rather than establishing “arbitrary” bylaws that impose minimum spaces in new developments.

He wants Des Moines to join the ranks of cities that waive parking requirements absolutely.

This is what the City has done in the city center where no minimum parking requirement applies. Yet, new projects are always offered with parking structures due to market demand, he said.

“That doesn’t mean we don’t need parking. We need it,” he said. “But let businesses figure out what they need.”

“The market will always dictate that there is parking”

Des Moines is working on building an urban infrastructure that is more cyclable and more pedestrianized. But cars are still king in the capital of Iowa.

“Hopefully there will be less demand and need to drive or park,” said Michael Ludwig, planning administrator for Des Moines. “But these are big ticket items. There is a lot of sidewalk space. There are a lot of streets that don’t have bike lanes. And in the meantime, people will still have to drive.”

But the city has already taken a new approach to parking.

Ludwig said developments are routinely exempt from minimum parking standards. This includes the new Soll apartment complex on Ingersoll Street.

And a new suite of zoning code changes propose to permanently reduce parking regulations.

Current code requires most new multi-family developments to include 1.5 parking spaces for each residential unit. The proposed new zoning code would reduce the requirements to one space per unit, Ludwig said.

Too much parking has real implications: it can drive up development costs (and therefore rental prices). And that can affect the stormwater drainage rate, Ludwig said.

“We think our current standards are too high, so we are proposing adjustments,” he said. “Whether or not there is political support from the community so that there is no minimum everywhere, I don’t know. “

That’s because many small businesses along commercial corridors are surrounded by dense residential neighborhoods, creating real parking and traffic problems, Ludwig said.

Whatever the city does, Ludwig doesn’t expect developers to abandon parking lots and garages anytime soon. Many grocery stores and big box retailers are already above the city minimum, he said.

“Just because you don’t have a minimum parking ratio doesn’t mean there won’t be parking,” he said. “The market is always going to dictate that there are parking lots. And they are always going to build parking lots.”

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New York City Reserves Nearly 300 Parking Spaces for Car-Sharing Services

As if finding a parking space in New York wasn’t difficult enough, the city is taking 285 spaces away and reserving them for car-sharing services like Zipcar. The move is already infuriating New Yorkers, reports The New York Times.

This will be the first time that car-sharing services will be reserved parking spaces in the streets of the city, according to the newspaper. Currently, some companies keep cars in parking garages, but others allow users to leave cars parked on the street in designated areas. City officials say Reserving on-street parking for carpooling will encourage more people to use the services, reducing reliance on private cars and reducing traffic and greenhouse gas emissions.

But New York City already has relatively low car ownership rates. Just under half of adults own a car, according to the New York City Economic Development Corporation. This is well below the national average of 92%, note The New York Times. City officials say greater car-sharing availability is still needed to serve neighborhoods with limited transit infrastructure.

The 285 parking spaces are located primarily in low- and modest-income neighborhoods, according to The New York Times. The neighborhoods were chosen because they are currently poorly served by car-sharing services and have relatively few car parks. Of the designated car-sharing spaces, approximately 230 will be on streets and 55 on municipal land. Signs designating spaces reserved for Zipcar and Enterprise CarShare have already been put up and companies have been allowed to tow private vehicles.

Use of car-sharing services is on the rise, with about 1.4 million U.S. users in 2017, according to The New York Times. But in New York, parking spaces are as valuable as any other type of real estate. The city has already removed spaces in many neighborhoods for bike lanes and docks for the CitiBike bike-sharing program. But he didn’t give up on strict enforcement of parking rules, and there wasn’t exactly a surplus of street parking to begin with. Some drivers would also resent the city giving away public land for the exclusive use of private companies.

It’s unclear whether more carpooling will reduce traffic, but that may depend on how the services are used. A 2010 study of round-trip use found that one shared car could eliminate nine to 13 private cars. But Susan Shaheen, an assistant professor at the University of California, Berkeley’s Transportation Sustainability Research Center, said The New York Times that his research has shown that one-way car sharing does not significantly reduce traffic.

In New York, Zipcar and General Motors’ Maven service require users to return cars to designated parking lots or garages after a trip. Daimler’s Car2Go only requires users to leave cars in a designated “welcome area”, not a specific location. It was also BMW’s ReachNow policy, but the service withdraws from New York starting June 5.

New York has an extensive public transportation system, but that system, especially the subway, is widely criticized due to lack of maintenance and unreliable service. It remains to be seen whether the removal of parking spaces and the neglect of public transportation will really convince New Yorkers to take up carpooling.

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Parking spaces

Hundreds of parking spaces in downtown Bradenton disappear on Monday as construction of the garage begins

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The downtown parking lot on West 3rd Avenue between 10th and 12th streets will be closed beginning April 16 for the construction of the new downtown parking lot.

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Construction of the new $12 million downtown parking garage will begin on Monday with the closure of the Bradenton City Hall parking lot — and its hundreds of parking spaces.

Downtown workers seem to be taking it all in stride, but they’re keeping their fingers crossed that the temporary hassle of finding a parking space won’t deter anyone from Bradenton’s nightlife.

“It may come as a shock to northerners returning at this time of year,” said Kyra Smith, bartender at McCabe’s Irish Pub on Old Main Street. “Locals have known for a long time that this is happening, so I don’t think anyone is too worried about it. It’s a good project, so it’s just something we have to deal with for a while.”

Workers will begin demolishing the parking lot and what was once the home of the Manatee Chamber of Commerce, which has moved into temporary offices until the garage is complete. The chamber will then move into the space on the east side of the new building.

The parking lot, which is expected to be completed in approximately eight months, will have approximately 400 parking spaces, including 100 reserved for use by the Spring Hill Suites hotel under construction on the riverfront.

“That’s a lot of space to waste for eight months,” said Loaded Barrel bartender Jake Stettnisch. “I’ve been working downtown for a little over a year and of course I go down to drink all the time so I figured it out. I don’t know a lot of people who park that way because they are afraid of being towed, but I know that it fills up on weekends and especially for events.”

Stettnisch said he was worried about what it would do to Main Street Live events. There is only one left this season, but it resumes in October.

“But who knows, maybe it will help grow Uber’s business,” he said. “It’s just something you have to keep your fingers crossed and hope for the best.”

With more than 200 parking spaces temporarily removed from downtown, the city still has more than 1,000 public spaces available, although many require a permit on weekdays.

According to Carl Callahan, Director of Economic Development, the public’s best options during the week will be the Manatee County Administration parking lot on West 10th Street north of Manatee Avenue West, which has 100 spaces, as well as the city’s Judicial Center parking lot at 615 12th St. W., which has 200 spaces.

“You might see the administration garage filling up for county commission meetings, but otherwise there’s always plenty of space,” Callahan said.

There are also a few dozen parking spaces in front of Sage Biscuit on Manatee Avenue and 13th Street East.

“Only a few of those next to the building are reserved, the rest are for public parking,” Callahan said. “People are confused there, but the spaces on the asphalt and the shell are all available. This pitch will probably be the best and fastest for anyone looking to walk downtown.”

All public car parks are free on weekends, including in garages. Street parking is always free, but is generally limited to one or two hours on weekdays. Thus, most motorists will likely not be affected since most of the City Hall grounds are used by city employees.

“The number of permits for this batch was relatively low,” he said.

In fact, in the coming months, finding a parking space downtown may not be as difficult as simply driving to the neighborhood.

tt_parking_4
The downtown parking lot on West 3rd Avenue between 10th and 12th streets will be closed beginning April 16 for the construction of the new downtown parking lot. Tiffany Tompkins [email protected]

The Florida Department of Transportation is expected to begin work on a redesign of the intersection of Third Avenue West and Ninth Street West. Callahan said the city hasn’t heard from FDOT about an exact start date.

“All we know is that he was rewarded,” he said. “Usually if we haven’t heard of a start date that means it’s not imminent, but you never know.”

The $1.52 million project includes widening the pedestrian path on the Green Bridge, adding a dedicated southbound right-turn lane on West Ninth Street to Third Avenue, reducing the size of the lanes and medians and the repaving of a large part of the ninth. The project allows the contractor to close Third Avenue for 30 days as part of the 200-day construction schedule.

The good news on the schedule is that an FDOT pedestrian safety project along West Eighth Avenue from Ninth Street to West 14th Street has been delayed. Callahan said the project is probably “far enough away”.

Manatee Avenue West, near Third Street West, is also certain to close for 30 days beginning May 1 as FDOT and CSX Railroad replace the crossing. West Sixth Avenue will not be affected. Manatee Avenue West will reopen west of the crossing.

Downtown under construction

  • Under construction: $17 million Spring Hill Suites is expected to be completed in November.
  • Under construction: The first phase of the Museum of South Florida’s $12 million expansion is expected to be completed by the end of the year.
  • Under Construction: The $4.5 million Twin Dolphin Marina expansion is underway with the demolition of the docks to the east. Contractor delays have pushed the project back, but it is expected to be completed by the end of the year.
  • Ready to begin: The downtown parking lot, still estimated at around $12 million, begins Monday with the demolition of the lot, the old chamber of commerce building and site preparation. This is an approximately eight month project and is expected to be completed in December.
  • Expected start: The $1.5 million improvement at the intersection of West Ninth Street and Third Avenue could start any day. FDOT has awarded the contract and a start date is expected to be announced in the very near future. This is a 200 day construction project.
  • Scheduled start: The FDOT and CSX Railroad crossing on Manatee Avenue West just west of Third Street West begins May 31. Access to downtown Bradenton on Manatee Avenue West will be blocked at the crossing for 30 days.
  • Unplanned: The Eighth Avenue West pedestrian safety project from West Ninth Street to West 14th Street was unplanned. Still in the final design phase, construction deadlines are not known.
  • Unscheduled: The downtown Bradenton streetscape project is in the design phase. Final costs and construction schedule are unknown, but are expected to be done in phases, beginning with Old Main Street.
  • Unplanned: Riverwalk’s eastward expansion is in the early design stages. Costs and construction dates are not known at this time, but the project is progressing.
  • Complete: SUNZ Insurance has substantially completed exterior renovations to its downtown corporate building.
  • Unknown: Westminster Retirement Communities’ master plan for a major expansion of their city center facilities is coming to an end. Westminster has not announced a start date or construction schedule.

This story was originally published April 13, 2018 11:57 a.m.

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Parking spaces will no longer be reserved for cars

To find one of the best places to relax in Berlin, take the elevator from the Neukölln Arcaden shopping center to the parking lot on the fifth floor. Then all you need to do is quickly climb the ramp to the top floor of the garage to reach your destination: a hybrid urban nightclub / garden where stylish young folks sip Club Mate, munch on a rotating menu of street food, and dance the night away. sun over the city.

Camping in reclaimed parking lots isn’t just for German hipsters and thirsty backpackers. With the growing popularity of carsharing services and the heralded arrival of autonomous vehicles, cities around the world are reinventing their parking lots that will soon be irrelevant. After a century of urban planning favoring the comfort of the car, neighborhoods of cities that were once auto-forward have been redesigned for the happiness of the inhabitants.

Last month, San Francisco proposed a plan to redevelop the 732-space garage at its Moscone Convention Center into affordable housing and hotel rooms. In 2015, Northwestern University in Evanston, Ill. Converted its 11,000 square foot parking lot at its northern campus into a student startup incubator aptly named “The Garage”. Then there’s Square Roots, an urban agriculture accelerator co-founded by Kimbal Musk (yes, Elon’s brother) that has set up ten shipping container gardens in a Brooklyn parking lot and now produces up to 500 pounds of produce. fee per week.

Innovative ideas like these hold the promise of respite for our increasingly spatial cities. Cars are meant to be driven, but on average they spend 95% of their days at rest. In response, big box parking lots, multi-level garages, and on-street parking have become hallmarks of North American cities, robbing our urban centers of valuable development space. An estimated 13% of Los Angeles is reserved for parking, while Houston has 30 parking spaces per capita.

As people continue to flow into urban centers and rental prices skyrocket in many cities, real estate developers, city planners and policymakers are increasingly turning to autonomous vehicles as a source of relief. from space. Shared and autonomous vehicles rarely need to park during the day – once you’re done shopping for the weekend, your elderly neighbor is ready to be transported to her eye appointment. And when demand for these cars declines in the wee hours of the morning, they can head to nearby suburbs where space is more plentiful and affordable. In a 2015 report, the OECD estimated that a shared autonomous fleet could remove 90 percent of cars of our city centers. With numbers like that, we could finally clear heaven and demolish the parking lot.

Driverless cars will hit the streets of California in the form of shared taxis from April 2018 thanks to the regulations voted last month. But despite the bold predictions of many, like think tank RethinkX, which predicts 95 percent of our driving will be in self-driving cars by 2030 – it will likely be a gradual process until the technology is sufficiently adopted to reach market saturation. The recent deadly pedestrians caused by an autonomous vehicle has put the brakes on Elon Musk’s claim that any delay in adopting the technology means that we are effectively “killing people”, and we do not yet have clear data on their security. In addition, there is the labyrinthine web of policies to consider. City bylaws and building codes take time to adapt to new technology, and even a pedestrian-friendly city like Vancouver has rules in place that require at least two parking spaces for each townhouse (plus a parking for visitors). Even if we all embrace autonomous transit options tomorrow, it could take a decade to see a significant percentage of our parking lots destroyed.

Given these hurdles, forward-thinking designers and architects choose to build transitional spaces, facilities that can accommodate cars today, and then easily reconfigured as parking demand declines. Design firm Gensler is renowned for its convertible retail spaces like the new 84.51 ° Center in downtown Cincinnati, whose three parking levels are designed to easily convert into offices as needed. And in Los Angeles, AvalonBay Communities Inc. has planned a 475-unit apartment complex and a shopping mall whose ground floor can be remodeled to accommodate a constant flow of self-driving cars doing pickup and drop-off. The complex’s two levels of underground parking will also be built with higher than normal ceilings and non-sloped floors, which will allow them to be converted into recreational facilities like a gym or theater. “The opportunity is not only to create new places that welcome autonomous cars”, writing Gensler, “but to reshape our existing towns and cities into the kind of vibrant, feature-rich places we all appreciate.”

Whether in 2022 or 2052, when self-driving cars take over, they will not only disrupt the urban planning codes of our cities, they will radically change our lifestyles. The Boston Consulting Group believes that autonomous and shared vehicles will give Americans a 30 billion hours of overtime per year. Instead of wasting time driving, sitting in traffic, or looking for parking spaces, we could use our free commute time to work, spend time with our families, or just enjoy our urban surroundings.

It might sound like a utopian vision, but according to Antonio Loro, a Vancouver-based planner and consultant who works with city agencies to plan for autonomous vehicles, it could easily turn into a dystopia if we simply replicate our existing driving culture. Loro stresses that we need to be very clear about the forms of shared autonomous vehicles in which we invest and design. “Some people think of taxis that primarily serve individual passengers, while others think of shared taxis that move a handful of passengers at a time,” says Loro. “Fewer people think of some kind of shared vehicle that moves a lot of passengers simultaneously. I like to call it a “bus”.

The prospect of self-driving vehicles is alluring, but if our goal is to create vibrant cities, we can’t assume that giving the wealthy their own private AI drivers will spur a massive, human-centric overhaul of our urban infrastructure – and maybe we don’t. I don’t need to reinvent the wheel in the meantime. “There are already alternatives to owning a private car, such as using public transport, walking, cycling,” notes Loro. “The more people opt for more shared vehicles, the more the city will actually see the benefits that excite people, like smoother traffic and less space swallowed up by roads and parking… We don’t have to wait for robot taxis or shared taxis to prioritize urban space.

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Downtown developments eliminate hundreds of parking spaces

Since December 2016, downtown Oakland has lost hundreds of parking spots.

One garage closed due to seismic safety concerns and another was demolished to make way for a 400-foot tower. While another city-run garage is to be demolished, hundreds of additional spaces are expected to be removed.

With two BART stations, the area is very accessible to public transport, but parking was already limited before the garages closed.

The first to go was a municipal garage at 1414, rue Clay in December 2016. The 335-space structure was found to be seismically dangerous, so it was closed and traffic diverted to two other garages: the Dalziel garage in the basement of 250 Frank Ogawa Plaza and the City Center West garage in the 1239 Jefferson St.

So far, it’s unclear what the city might do with the Clay Street site.

About a year later, the three levels Parking garage for downtown merchants (1314 Franklin St.) was demolished, eliminating 520 other spaces. The structure will be replaced with a 400-foot tower consisting of 634 residential units, 17,000 square feet of retail space and 600 new parking spaces.

A 400-foot tower is planned on the site of the old downtown merchant parking garage.

Another city-run garage may also close soon; the Telegraph Plaza parking lot at 2100 Telegraph Ave. should be demolished once construction of a planned tower there begins.

This tower, called east line, would include 800,000 square feet of office space, 388 residential units and 85,000 square feet of retail space, according to developers Lane Partners and Strategic Urban Development Alliance.

The developers said any project should include provisions to replace the existing parking lot. Although the project’s website says construction could begin this year, it’s unclear how the developers would replace the parking lot.

The parking lot has also become narrower in other ways. A recent restructuring of Telegraph Avenue to include buffered bike lanes removed 39 on-street parking spaces, but the city added 22 parking meters on side streets to reduce that impact.

According to a January 2017 report from the Oakland Department of Transportation, the addition of bicycle lanes along the Telegraph between 20th and 29th Streets has boosted local merchants as sales tax revenue in the corridor has increased by ‘year after year.

Overall, the city has made an effort to encourage other means of transportation to the city center, not only by BART and bicycle, but through new car and bicycle sharing programs. Ford GoBike sharing started rolling out in Oakland last July and AAA launched a one-way carsharing service, Concert car sharing, in Oakland and Berkeley last April.

Despite the DOT report, some downtown retailers have reported that they are having difficulty, but at least one company is offering incentives for customers who cycle. Feelmore Adult Gallery (1703 Telegraph Ave.) has offered 10 percent off for cyclists over the past three years, according to owner Nenna Joiner.

Feelmore Adult Gallery offers discounts to cyclists.

“Feelmore has already been the subject of more than eight construction projects since opening, directly affecting our business with the loss of parking spaces right in front of our business,” Joiner said.

“We know the frustration the change brings,” she added, “but we also want to reward the people who take the time to shop with us during the Oakland transformation.”

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New skyscraper will add more than 1,000 parking spaces above a subway station – Streetsblog Chicago

Yesterday, the Chicago Plan Commission approved a $500 million mixed-use development to be built at the corner of Chicago Ave. and State St. on a parcel now containing surface parking for Holy Name Cathedral. The development, “One Chicago Square”, will contain 795 rental units, 75 condos, multiple floors for commercial use and 1,090 parking spaces.

The existing surface lot has approximately 160 parking spaces, which means parking supply on this lot will increase by 580% in one of the densest, most walkable and busiest neighborhoods in the city. . It’s a shock to see the city’s transit-friendly policies so largely ignored.

Of these parking spaces, 225 are reserved for parishioners of the Saint-Nom Cathedral across the street, or 65 parking spaces more than currently. The remaining 865 spaces would be for residents and commercial uses. It is unclear if a resident parking spot will be attached to the price of the unit, or purchased/rented separately.

Aerial image of the existing surface lot in front of Holy Name Cathedral.
Aerial image of the existing surface lot in front of Holy Name Cathedral. Picture via Google Maps

Just above Chicago’s Red Line station, this development could technically be built without parking spaces thanks to Chicago’s Transit-Oriented Development (TOD) Ordinance, which allows developers to cut 100 % commercial parking minimums and 50% residential parking minimums. minimum. Through an additional process, the residential parking minimum can also be reduced to zero spaces.

Since its introduction in 2013, the TOD ordinance has allowed developers to provide fewer parking spaces in residential and commercial developments within 600 feet of “L” and Metra stations. The ordinance was revised in 2015 to allow developers to completely eliminate parking for developments within 1,320 feet (¼ mile) of these stations.

Clearly, to maintain the city’s progressive TOD policy, the ordinance needs another update, especially in the downtown area. Any development this close to public transit should be subject to maximum parking, rather than just eliminating the minimums.

The development site currently sits on land with mixed zoning, DX-7 and DX-12; the proponent is seeking to change the zoning so that the entire parcel is zoned DX-12. The existing parking minimum in the DX-12 zone would require 478 parking spaces for residential use (0.55 spaces per unit) and 0 spaces for commercial use. With or without the TOD ordinance, this development far exceeds the number of parking lots that would need to be built in a downtown neighborhood.

Councilman Brian Hopkins (2nd Ward) posted earlier in the week that he was “inclined to support” the development – already approved by the Planning Commission – through a “Chicago Avenue Transit Improvement Program” which will be required as part of the development. This program will, according to Hopkins, “solve the traffic problems on Chicago Avenue”. The alderman may have misspoken, because the only transit-related commitments made during the planned development process and confirmed by his office involve paying up to $40,000 for the construction of a single “concrete bus pad” on Dearborn St., just north of Chicago Ave. , and move a CTA bus shelter on Michigan Ave., three blocks from the development.

Concrete bus platforms, unfortunately, do nothing for traffic or bus riders.

Access points on the ground floor.  Source: OneChicagoSquare.com/JDL
Access points on the ground floor. Source: OneChicagoSquare.com/JDL

Commitments made as a result of the now approved planned development process also include the requirement for the developer to pay for a Divvy station on the property, but that is where the requirements for sustainable transportation end. The developer will also be responsible for modifying eleven traffic lights and adding left and right turn arrows at several intersections along Chicago Avenue. The neighborhood itself will move several metered parking spaces on Chicago Ave. to unmetered blocks in the 2nd Ward to add more traffic lanes on Chicago Ave.

The zoning committee has yet to approve the planned development.

Hopkins claims that the result of adding additional traffic lanes “will be better traffic conditions”, but that is not true. Many studies find that increasing car traffic capacity – by adding more lanes – ultimately results in the same amount of traffic filling the new capacity, a result called induced demand.

One way to increase the number of people, not just vehicles, moving along Chicago Ave is to implement bus lanes along the corridor. In fact, the CTA provided data showing that its Chicago #66 buses only account for 2% of vehicle traffic on the street, but carry about 30% of all people traveling on the street.

Streetsblog and other local transit advocates have already covered the need for bus lanes on Chicago Ave., one of the city’s busiest bus routes. By improving the level of service, the bus lanes could also bring some riders back onto the route, which saw a 4.9% drop in ridership between 2015 and 2016.

The development approval also comes at a time when CTA is conclusion of a multi-year study regarding the “Bus Slow Zones” on 79th St and Chicago Ave, which it plans to deliver at the end of this month. Although a copy is not yet publicly available, notes from Alderman Hopkins’ office suggest that dedicated bus lanes and locations for queue jump signals are recommended for this route. Unfortunately, these recommendations aren’t currently required as part of development, and while Hopkins’ office has said they will work with the developer to consider CTA’s recommendations, it’s not as strong a commitment as those that end up being integrated into the plan. Development (such as the new Divvy station).

Since the parking spaces to be removed are metered spaces owned by Chicago Parking Meters, LLC, they will be relocated elsewhere in the neighborhood. Normally, moving metered parking is a process the city avoids and has used to justify not putting bus and bike lanes on city streets. Although moving paid parking is a difficult process that the City wants to avoid, it’s obviously a worthwhile move when it comes to moving more cars, but not always when it’s is about moving more people by public transport.

The increased car travel that will occur due to new traffic lanes and all the additional parking also poses an increased threat to people walking or biking on Chicago Ave. From Paulina St to State St, Chicago Ave is designated a “high collision corridor” by the city’s Vision Zero action plan and as such should be given priority when it comes to improvements However, the only major action taken here is to modify traffic lights with the sole aim of improving vehicular traffic – there are no explicit plans to improve walking and cycling safety along along Chicago Ave.

Adding capacity for over 1,000 vehicles and increasing road capacity is a misguided approach to solving traffic problems, especially in a dense, transit-rich neighborhood. The next stage of this development involves approval by the Zoning, Landmarks and Building Standards Committee, which holds regular public meetings at City Hall, and gives you the opportunity to provide feedback regarding Development.

The next meetings are scheduled for January 25 and February 22, but the agenda for the latter has not yet been set. Alderman Hopkins’ office can be reached online, by email at [email protected] or (312) 643-2299.

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Divided council votes to subsidize parking for Dewberry Hotel

Charlottesville will sign a 40-year lease to lease 75 spaces at Water Street Parking Garage. The spaces would be reserved at a preferential rate for a future hotel planned for the shell of the unfinished Iconic hotel on the downtown shopping center.

municipal Council voted to override a 3-2 vote on Monday.

“Parking spaces are needed for the funding for this project to work,” said the city manager. Maurice jones.

Work on the Landmark Hotel came to a halt in January 2009, and Atlanta-based Dewberry Capital bought the property at auction in June 2012 for $ 6.25 million. In March of this year, the council voted 4-1 on a tax incentive plan that would grant developer John Dewberry $ 1 million in tax relief over 10 years if the hotel is open by the July 1, 2020.

In June, the Architectural Revision Commission had a preliminary outline of a new plan for the hotel, which would add a 10th floor as well as additional floors on the facade facing the Downtown shopping center. The BAR will need to approve the new design before the project can proceed.

Council was also asked to provide parking in the Water Street garage. The Landmark Hotel itself has no spaces in its structure as it is part of an area that exempts developers from having to build a parking lot.

City attorney Craig brown said previous developer Halsey Minor had entered into a lease for 70 spaces at the Water Street parking garage. This agreement expired after construction of the hotel ceased in 2009.

To comply with Virginia law, city officials issued a request for proposals for an entity to lease the space for a 40-year period. This same process was also used when the city rented space at Buford Middle School for the Boys and Girls Club and again for the Brooks Family YMCA at McIntire Park.

“There is a rent structure that lasts 40 years, the maximum that we can rent a property under state law,” Brown said. “The term of the lease will begin between April 1, 2019 and September 1, 2020.”

Deerfield Square Associates II, a limited liability company affiliated with Dewberry, was the sole respondent. Council approved a first reading and public hearing on the lease on November 6 during which two members of the public spoke. Neither of them expressed opposition to the proposal itself.

Brown said the rent for the first year would be $ 40,000 and the rent for the second year would be $ 60,000. Years three to five would be $ 80,000 and years six to ten would be $ 88,000.

“And then it just continues to escalate throughout the year 40,” Brown said. “The 36-40s would cost close to $ 156,000.”

Municipal councilor Kathy galvin asked what discount this would represent from the current rate of $ 120 per month. Neither Brown nor Jones were able to provide that number at the time of the discussion.

Under the lease, the monthly rate for each space for the first year is $ 44.44, a decrease of nearly 63% from the current rate of $ 120 per month. In addition, the spaces would be for the exclusive use of the hotel and would reduce the parking inventory available to passing customers at market rates.

“These spaces are monthly spaces in the garage which are currently what is called the monthly parking pool where the income from Charlottesville Parking Center the city of charlottesville spaces and space revenues are aggregated and divided based on our percentage of ownership, ”said Brown. “The income will not be shared and the income will be only that of the city.”

The problem is also obscured by potential legal issues.

The city and the Charlottesville Parking Center are currently in mediation for a lawsuit filed against the city by CPC in March 2016. The lawsuit alleges the city kept monthly garage prices below market value. The city went on to claim that CPC had illegally purchased space in the garage that had belonged to Wells Fargo.

CPC officials declined to comment for this story.

***

Jones said if the rental of the space was delayed, there would be a “domino effect” on the rest of the negotiations.

“One of the attractive things about negotiations from a city council perspective is that we wanted it to happen before a while or else the incentives would go away,” Jones said.

Mayor Mike Sign wondered why the idea of ​​discounted parking was even on the table.

“How did we get to the point where we determined, both the staff and the board, that something like negotiating reduced parking rates should be part of a hotel development? »Signatory requested.

Brown said Dewberry plans to use the spaces as valet parking.

“I guess they would need to find a comparable number of spaces in relatively close proximity to this site,” Brown said.

The signer said that if the council rejects the parking lot rental agreement, the result could be a non-luxury hotel.

“It was a luxury hotel [with] a very narrow margin for hotel funding, ”said Signer. “The other alternative is that this is only a low-rent hotel. I know it was the other alternative, be it a Ramada or a Marriott. No offense to these, but it has always been a political choice with this hotel being built as a hotel, does it end up being something that does not increase the purchasing power of the mall downtown ? “

Fenwick said he believes that if the council does not act, the city will back out of a deal.

“I don’t like that the city is put in a position where they’ve got people to believe one thing and say at the last minute that we’ve changed our mind,” Fenwick said.

The council voted 3-2 on the lease with the vice-mayor Wes bellamy and advise Kristin szakos vote no.

“I think the development will bring quite a bit of profit to its owners who are already quite wealthy,” Szakos said. “It takes a lot of money from our tax base over the years that it’s built. “

Signer said he hoped Dewberry would follow the debate closely to see community reluctance. Galvin rejected this idea.

“Sir. Dewberry won’t mind our debate tonight,” said Galvin. “At the end of the day we have to move forward with the deal and that’s all there is to it. . “

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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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Ann Arbor faces potential loss of hundreds of public parking spaces

ANN ARBOR, MI — While plans are underway to add 375 more public parking spaces to downtown Ann Arbor by winter 2019, hundreds more could disappear.

The Downtown Development Authority’s leases for two parking lots in First/Huron and Fifth/Huron end Nov. 30, meaning a loss of 222 spaces from the public parking system starting Dec. 1.

There is still a chance that they may function as short-term private car parks. The city is in discussions with the owner about this, but it is expected that they will eventually be redeveloped.

Additionally, there is talk of closing two city-owned public parking lots at 415 W. Washington and First/William as the city moves forward with its new Treeline urban pathways plan. These lots have long been envisioned as anchor parks along the future trail, although there may also be private development.

The transformation of these two lots could remove an additional 261 spaces from the public parking system, although when this might happen is uncertain at this time. The city is in the process of finalizing the Treeline plan and the implementation phase is next.

City Council and the Downtown Development Authority held a joint meeting Monday evening, Nov. 13, to discuss parking issues, including the planned loss of those 483 public parking spaces.

City leaders are in talks with the owner of the two lots along Huron, Ann Arbor-based developer First Martin Corp., and are considering allowing the company to temporarily operate them as a private parking lot open to the public until the properties are redeveloped. But there are zoning compliance considerations still under consideration.

The DDA has leased the First/Huron and Fifth/Huron lots from First Martin for years, using them as public parking.

DDA executive director Susan Pollay said First Martin was not offering the option of renewing leases now. She said she understood First Martin wanted to redevelop the properties, although she did not know of any specific development plans.

“Not renewing leases is a way to make redevelopment of these lots more possible,” Pollay said, praising First Martin as a developer. “They’re good developers and good community members. So if that’s what it takes to get them redeveloped, that’s a win for everyone.”

Company representatives could not be reached for comment for this story.

The Fifth and Huron lot across from City Hall has been marketed as available real estate for years while being used as a parking lot.

The lot at First and Huron runs the full length of the block from Huron to Washington and from First to Ashley. It is known as Brown Block and is a popular parking spot for downtown visitors, including patrons of Downtown Home and Garden and Main Street restaurants and shops. The lot is often full at peak times.

Pollay said the loss of the Brown Block as a public parking lot from December 1, which is Midnight Madness, the start of the downtown holiday shopping season, would be a bad time, but there are discussions between the city and First Martin on the possibility of allowing the company to operate the lot as a private parking lot at this time. Pollay noted that the use of the Brown Block as a parking lot predates zoning.

City Administrator Howard Lazarus confirmed the city is talking to First Martin about zoning compliance issues.

“And we hope to work together with them,” he said. ‘We do not intend to close these grounds while they work towards full compliance, as the availability of parking – while not a public good – serves a public benefit.

Lazarus said he believes a solution can be found administratively, but he is asking the city attorney to review the case to determine if action by city council is necessary.

“As long as there are good faith efforts to keep moving forward, it is in the public interest to keep these spaces available,” he said.

Councilman Chuck Warpehoski, D-5th Ward, expressed some concern over First Martin’s permission to operate a private parking lot downtown, noting that the city would not allow developer Dennis Dahlmann to do so on the lot Y, even in the short term.

“I think there’s a reason why our D1 zoning doesn’t list parking as an approved primary use,” he said. “So I think if it’s a transition while other things are going on, I guess I can deal with it. The board and the DDA have taken a pretty strong stance on that when we looked at Lot Y. I think we should be consistent regardless of ownership I don’t think we should be playing favorites with that.

Warpehoski said not having private parking in competition with the city’s public parking lot is another consideration.

“And I think we should be consistent with our zoning to make sure we don’t let a primary use that we don’t want take up a lot of our streetscape,” he added.

The DDA said total parking revenue from the two First Martin lots in the prior fiscal year was $536,303, net of rent and taxes. Since the DDA shares 20% with the city, the loss of these lots equates to a loss of $107,260 per year for the city at current rates.

Additionally, the two city-owned lots at 415 W. Washington and First/William generated $367,625. The loss of these would equate to a reduction of $73,525 in city revenue per year at current rates.

Assuming current parking rates, the 375 new spaces expected to be added to the Ann/Ashley Garage could generate nearly $1 million per year in new revenue, including nearly $200,000 per year in new revenue for the city. , according to the DDA. It is estimated that it will cost approximately $18 million to add the three floors.

Council member Jane Lumm, an independent from the 2nd Arrondissement, said she was concerned the public parking system could lose a network of more than 100 spaces given the level of parking demand.

She also noted that the city and DDA agreed to allow a Chicago-based developer to lease 361 public parking spaces in the Library Lane and Fourth and William garages to support a 17-story development on the library lot owned by the city on Fifth Avenue.

Lumm said she thought it would be wise to consider other parking capacity measures beyond the Ann/Ashley addition.

Other options being considered by the DDA include a four-story, 370-space vertical addition above the Liberty Square garage and a 747-space garage on the Kline lot at Ashley and William Streets with a mix of underground and parking garages. area.

Pollay said the DDA is also asking its engineers to explore the possibility of adding more than 375 spaces to Ann/Ashley

$7 Million Renovation Planned for Area Around Ann Arbor Farmer’s Market Streets in Downtown Ann Arbor Benefit from Major Improvements Over 9 Years

Council member Kirk Westphal, D-2nd Ward, said he was worried about knee-jerk turning to increasing parking capacity. He suggested the city is undervaluing downtown parking and wondered if rate changes could meet parking demand.

City and DDA leaders acknowledge there is no certainty about how much parking will be needed in the future as the way people get around changes and self-driving cars come online .

Lazarus said he thinks it’s critical the city at least moves forward with adding Ann/Ashley now.

Pollay said the DDA is considering raising downtown parking rates, which could help fund the Ann/Ashley addition.

She announced potential rate changes for spring 2018, raising monthly permit costs by $10 to $35 per month, while on-street parking rates would increase by 10 cents per hour. Hourly parking rates would remain unchanged.

The DDA tentatively plans to hold a public hearing on the rate changes in January 2018, followed by board approval in February and implementation of the new rates in April.

Monday night’s meeting presentation also covered potential economic development opportunities, one being to allow private development on city-owned land at 415 W. Washington, a degraded property across from the YMCA, and to use tax raised fundraising revenue to help fund the Treeline Urban Trail.

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Parking garage

What is driving the future of parking garage design?

The effort put into designing a parking lot will likely never be recognized in the same way as the work done to bring a sparkling skyscraper out of the ground. However, the structures that are present in most American cities serve a vital and practical need.

But basic parking is not so basic anymore, not least because municipalities and people who live near high traffic and congested areas insist that developers consider their projects in a way that encourages the use of public transport. or to camouflage them. so that they blend in as harmoniously as possible with the aesthetics of associated buildings and public gathering places.

Change is already underway

For example, Seattle has chosen to move development away from parking structures that overlook streets and sidewalks as well as office buildings, residential skyscrapers and hotels, according to Phil Greany, construction manager in Mortenson’s office. in Seattle.

Seattle is in the midst of a tech company-induced construction boom, and, according to Greany, these workers often want to live, work, and play in the same neighborhood, so cars and parking are a secondary concern. Amazon employees, for example, who live near company headquarters can walk to and from work instead of driving.

The city also heightened urban and pedestrian sensibility by encouraging developers to design with pedestrian access in mind and include features such as “parklets” where on-street parking would normally be located. Seattle encourages underground parking where possible, as well as a design that “camouflages” parking garages so they can blend in with the greenery that lines many streets, according to Greany.

On a related note, Al Carroll, executive vice president of the Southern California division of the McCarthy Building Companies, said he’s seeing increased use of parking “envelopes” for mid-rise multi-family residential buildings. . “The residential building wraps around the structure of the parking lot, hiding its exterior from view,” he said.

Carroll noted, however, that because the story-to-story height of each garage level should generally match the relatively lower story-to-story height of a typical multi-family building, the design is sometimes not as efficient as a detached house. common parking garage next to an office building or other commercial project.

However, some new trends in parking garage design – even mandates – are easier to implement than others.

Paul Commito, senior vice president of development at Brandywine Realty Trust, said city planners in Philadelphia, where the company built the city’s first raised park over a university area parking lot, prefer parking in basement.

The city wants its citizens to be less “dependent on parking” and requires developers of new parking structures to go through a special review process if they want to build a traditional aboveground facility, according to Commito.

“The only problem is that the urban environment makes the cost of using the basement with parking almost prohibitive,” he said.

Most owners, Carroll said, will try to keep the parking structure above grade when zoning and site conditions allow. “While integrating the underground parking into a mixed-use park above the [or] The installation of offices results in a much smaller building footprint requiring less land use, significantly increasing the cost of the underground parking component, which is already very expensive compared to above ground structures ” , did he declare.

According to Scott Desharnais, executive vice president of Moss Construction Management, soil type is another factor to consider when going underground with a parking lot. “With the new soil mixing technology, it has become more economically feasible to put underground parking. This has been especially important in dense areas where land is scarce,” he said.

Despite this, Desharnais said the deepest parking structures the company has seen are just two underground levels. “We could see basements lower in the future as soil mixing technology becomes more mainstream,” he said. “For now, on most large buildings that require a lot of parking, we will still normally see several stories above ground.”

Where sustainability comes into play

So how do you make these above ground concrete parking lots more durable and slightly easier to accept for forward thinking planners? Simply put, the developers are making them eco-friendly with things like electric car charging stations, green spaces, and solar power.

Commito said that due to the availability of a wide variety of transportation options in Philadelphia, the company’s Cira Center project, a mixed-use, transit-focused commercial project along the Schuylkill River, was able to transform the top of the complex’s parking lot into a park, as well as a stormwater management system and a green roof. The park opened about a year and a half ago and has “been shown to be well received,” Commito said.

Solar energy and electric charging stations go hand in hand in some of the car parks of the property development company DANAC. CJ Colavito, director of engineering for Standard Solar – which installed the solar panels on one of DANAC’s parking structures and parking lot – said solar is financially profitable for building owners, it doesn’t So it acts not so much in trying to make a parking garage look like better, but in economic sense.

Charging stations for electric cars, however, are another matter. “It’s a chicken and egg situation,” Colavito said. Employers may want to install them if they see their employees using them, but employees may not invest in an electric car until their employer installs a charging station in the parking lot. It’s not a money generator like solar power, he said, but rather a benefit to the public and tenants or workers in a building.

Cities and local governments also play a role in this, Colavito said, because green initiatives like solar power, storm water and charging stations sometimes come with large grants that justify their inclusion in a project. financially interesting.

What’s next for the design and construction of parking garages

So, what future for the parking lot?

“The trend we are seeing is that a greater proportion of the population is moving to cities [and] urban areas, ”Carroll said. This will force planners to take into account the increase in population and determine how these additional people will move through an increasingly dense area in the most efficient way possible.

“Public transit and driverless vehicles will certainly lead to some reduction in demand for structured parking,” he added, although driverless vehicle technology is still in the early stages of development.

Generation Y will also influence the demand for parking spaces. This demographic, Carroll said, doesn’t value car ownership as high as older generations, with many seeing it as a waste of time and resources. A significant portion would prefer to use public transportation or ride-sharing services, he said, allowing them to be social while commuting and leave the driving to someone else.

Some owners, he said, have anticipated the abandonment of parking garages and are considering designing parking structures with floor-to-floor heights and other design elements that will allow them to transform multi-family buildings, retail stores, offices and other types of mixed-use facilities – in case the demand for parking begins to drop.

Desharnais said his company has also seen the trend to reduce the number of stand-alone garages in favor of those that are integrated into a specific project. And with the help of car lifts, which allow two or three cars to be stacked in one space, the footprint of garages is also shrinking.

However, the most impacting change for the future of parking structures, Desharnais said, will come from cities and local governments. “Most municipalities still require a certain number of parking spaces for each residential unit,” he said. “In the future, if they relaxed this requirement, it could stimulate urban development and discourage people from driving.”

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Parking spaces

There is no shortage of parking spaces, what is lacking is sharing

Real estate developers and the city codes under which they operate do not appear to be successful in framing parking spaces – putting the right number in the right places – in multi-family dwellings and commercial projects in cities and suburbs.

And because a flawed policy has been in place for decades, at least according to some urban planning groups, there is in fact a large inventory of parking in most high-density or high-traffic areas. These spaces just need smarter use.

Part of this solution may reside in parking lot matching applications which, by bridging the gap between supply and demand, generate additional revenue for advertisers, convenience and profitability for drivers, and better quality of life in the neighborhood. The apps aren’t new and aren’t exclusive to the US (UK-based Just Park operates there and elsewhere), but their acceptance is growing, with the help of great planning thinkers. .

“The uniform parking standards of transport engineers and municipal ordinances apply the same guidelines whether the development is two blocks from public transport or covers the needs of two to three cars in a remote suburb,” said Linda Young, a managing director specializing in urban analysis at the Center for Neighborhood Technology. The Chicago-based nonprofit has researched Chicago’s parking patterns; Seattle; Washington DC; and the San Francisco metropolitan areas in particular.

In Chicago, for example, rental buildings are over-supplying 0.27 parking spaces for each unit.

Neighborhood tech center

Planning organizations, which previously may have been willing to wait, or had no choice but to wait, for building code policy to catch up with trends see the ‘sharing economy’ helping to mitigate the problem sooner, especially when used as part of a larger plan that includes transit subsidies, ride-sharing programs, and bike-friendly design.

Rethinking the parking economy

Parking lot rental apps, much like an Airbnb for parking, help, including the Chicago-based ParqEx app. These apps differ from apps that notify drivers of their proximity to available car parks and parking lots, such as ParkWhiz and SpotHero. Even Google Maps now lets users know if parking will be easy or limited to their destination.

Instead, these apps act as a matchmaker between building managers, individual owners, and businesses who want to generate income by renting out their parking spaces when not in use. This covers short-term use, like when drivers are heading to a restaurant, and longer-term use, perhaps securing an area near the workplace that is otherwise empty during the day. ParqEx even received accelerator support, $ 20,000, from venture capitalist Elmspring, reinforcing that smart parking should be part of smart planning. (He also raised $ 90,000 from the Milwaukee-based accelerator called gener8tor to secure a total round of $ 1.3 million in seed funding in December.)

Don’t miss:Uber, Zipcar and self-driving cars among postmen blazing a trail for the “parking scourge”

“Rather than paving more lots with parking lots, we could help each other out using what we already have,” said Vivek Mehra, CEO of ParqEx, which operates in Chicago, Milwaukee and Madison, Wisconsin, in an interview with MarketWatch . .

“If you don’t park in your spot all day, why not list it when you’re not using it so that someone who needs a spot can use it and you earn extra income?” ” he said. That averages out at $ 116 per month in Chicago.

Read:Do you know what North Dakota needs? More parking meters

Rival app SPOT, which operates in eight cities, including Miami, Philadelphia, and notoriously car-dependent Los Angeles, offers indicative rates on its site. For example, currently in Boston’s Back Bay, average monthly rental rates are $ 285 to $ 325 for a single space, weekly rates are $ 75 to $ 90, and hourly rates range from $ 2.25 to $ 4. .

The legality of renting, essentially subletting, private parking spaces varies from place to place. A few years ago, San Francisco sued a company called Money Parking and others, accusing the sites of selling the first rights to public places on the streets.

Why the need anyway?

The parking formula shouldn’t be that hard to chew on. It is however the case. Construction requirements demand a certain number of spaces per capita, often at the request of neighbors worried that residents of a new development will gobble up scarce street parking. Insufficient supply can also endanger the marketing of real estate. But reality shows that the number of spaces allocated often exceeds the actual space needs and that parking spaces are often underutilized, by residents who rely on public transport, for example, the Center said. for Neighborhood Technology. At the same time, empty private pitches have historically been off limits to commuters or car-dependent buyers heading to a neighborhood.

Parking lots at commercial locations, or even short-income schools, have traditionally remained closed after hours for trolling drivers heading to a restaurant or a movie. The sharing economy can change that too. Mehra from ParqEx confirmed the interest of schools among its clientele.

The gap between parking supply and demand bothers the Center for Neighborhood Technology, as excessive or misused parking capacity hurts neighborhood affordability, says center; the cost of managing underused spaces is reflected in the rent.

Read: VW buys the PayByPhone mobile application

Technology can provide relatively nimble solutions to matchmaking challenges. ParqEx has already overcome a big setback to on-demand sharing: locked or security-protected parking spaces hidden behind doors or gates. The IoT capability built into its app opens 98% of portals and garage doors (once permission is granted), Mehra explained. Overall security may leave some users reluctant, and ParqEx claims that its rental inquiry and verification elevates the service over direct owner listings on Craigslist or similar personal ad sites.

For now, acceptance of widespread parking lot sharing may increase as growing pains resolve and awareness spreads. ParqEx, for example, says it has around 15,000 users; 80% are space seekers and 20% are space listers. So there is clearly a certain imbalance between supply and demand as users get interested in the concept. ParqEx will not release revenue figures for the company, but said it has seen 25% monthly revenue growth over the past 12 months.

In light of the slowness of policy development in this area, urban planning groups accept that the sharing economy, agile enough to keep pace with changes in transport and lifestyles, is taking on responsibility impatience part of the burden.

“Just after the [2008-09] recession, alternative transportation had really grabbed a new generation, whether it was a reduction in the number of cars per household, car-less cycling or carpooling, as with Uber and Lyft – not as an alternative to taxis, but as an alternative to [owning] a car itself, ”added Erin Grossi, CEO of the Center for Neighborhood Technology.

“So preferences change, but cultural measurement systems often lag behind,” she said. “Technology can be at the forefront. “

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Uncategorized

Safe parking structures mitigate safety risks

Over the past 10 years, many hospitals have made a significant investment in improving safety in and around the perimeter of their facilities.

The protection of patients, staff and visitors has become increasingly important to ensure patient confidentiality, protection against infant abduction and to ensure a safe overall environment. Stricter rules and regulations require healthcare facilities to lock up and provide an audit trail of those with access to prescription drugs.

The desire to ensure better safety and security in healthcare facilities also extends to the off-wall areas, sidewalks and outdoor gardens that are part of these campuses to include the parking areas used daily by employees and visitors.

Securing remote areas

While many hospitals currently have large parking complexes containing multiple levels of parking supported and protected by an extended parking barrier entry and monitoring system, the deployment of these types of solutions in remote and outdoor parking lots. can become a challenge.

Unlike a retail environment, which has an opening and closing time and a parking lot that empties at night, hospital parking lots are generally full 24 hours a day. Not only do employees walk to these parking lots at all times. time of day and night, which means their safety must be protected, but it is also important to monitor parking lots and their surroundings to deter vandalism and vehicle theft.

Infrastructure challenges

In remote lots, the lack of a power source or fiber access can make it very difficult to deploy a surveillance system that can be actively and continuously monitored. As many large hospitals already operate their own command centers to monitor their security, it is important to integrate parking lot monitoring into the hospital’s existing security system.

In some cases, the remote parking lot may be a half mile from the main campus, according to Craig Lerman, president and CEO of LTW, a systems integrator in Pine Brook, NJ, which can make this type of project a bit more difficult.

“Installing fiber optic to the parking lot from the hospital can be expensive and it can take a long time to get there, especially if you need to get right of way approval on multiple properties,” Lerman said. “We regularly deploy wireless solutions to overcome these barriers. “

Wireless parking lot monitoring options

If fiber is not an option, due to unavailability or cost, time, and deployment interruptions, there are a few points that you should consider before implementing a wireless system. First, consider your current and future bandwidth consumption needs to ensure that you implement a system that can handle multiple video sources without compromising video quality while maintaining low latency. Second, consider all of the data traffic requirements of the link. In addition to video, the same wireless link can also carry voice and data. Therefore, Quality of Service (QOS) must be taken into account in the design process.

Millimeter Wireless (mmWave), a next-generation fiber-like data speed technology, uses RF spectra that are separated from much higher frequencies than traditional consumer wireless products and can provide reliable connectivity and sufficient bandwidth available to accommodate multiple HD cameras and even 4K cameras on a wireless CCTV network.

If you are installing cameras on existing light poles, make sure there is continuous power to the pole. When DC power is not available, a DC power bridge (CPB) is another option to consider. One of the benefits of using the Power over Ethernet (PoE) capabilities of mmWave radios to power a camera is that it can help reduce installation time and the number of power supplies required.

It is also important to consider the distance between radio links or any obstacles in the way of the site line (LOS). Path interference affects network designs and could increase deployment time. For example, inclement weather can impact a radio signal, so if the radios are installed in a climatic area that receives heavy rain, this should be taken into account in the system design calculation. The same goes for obstructions. In winter the trees around a parking lot may not contain leaves, but in the spring, summer and fall the trees have full foliage, which can impact line of sight.

Surveillance network deployment options

Wireless networks that use mmWave radios to transmit data are much simpler to design and pre-installation preparation is minimized as no spectrum analysis is usually required – the only requirement is to make sure it is a direct line from the site and calculate the transmission distance. MmWave’s transmission beamwidth is very narrow, and its high-frequency, short-range propagation characteristics greatly reduce the possibility of interference in the environment from other RF systems.

“There are many factors that you need to consider when installing a wireless network monitoring system, so it is important to do a full site survey and use the path propagation tools provided or specified by. the supplier, ”Lerman said. “The initial engineering has to be correct and the wireless radio links have to be mounted properly on a very rigid pole to ensure reliability. “

Additionally, it is important to ensure that the network will not be blocked due to heavy Wi-Fi traffic or malicious intent. The narrow beam technology associated with mmWave radios means they are as difficult to intercept as fiber, eliminating the risk associated with typical wireless systems. Plus, the fact that they operate at the higher frequencies of 60, 70/80 GHz means that they are not susceptible to interference from wireless Wi-Fi.

“The surveillance system of a hospital parking lot can incorporate a variety of different security cameras, such as high-resolution cameras capable of identifying a license plate or clearly identifying an individual’s facial features. According to Rick Adams, director of security solutions. for LTW.

“Hospitals will install cameras on the roof for general surveillance purposes to see the street and a parking lot, but will also install cameras closer to the ground to capture better detail,” Adams said.

Regardless of what type of wireless security system you implement, Adams advises users to ensure that the wireless system can provide reliable connectivity and sufficient available bandwidth to accommodate future growth, as Customers are always looking to upgrade both the number of cameras and the resolution of their cameras. to include 4K and beyond.

About the Author: Alex doorduynis the Director of Business Development and Sales for Siklu Communication Ltd. A seasoned security industry professional with over 20 years of experience in the global security market, Alex has held business development, sales, product management and marketing roles with leading video surveillance companies, including Pelco and Norbain. Prior to joining Siklu, Alex was Commercial Director at Johnson Controls, leading the company’s fire and safety integration activities in Southern California. To reach Alex, send an email to [email protected]

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Parking facilities

Aurora Parking Lots – Town of Aurora

Choose a facility or program to learn more:
Iliff Station Garage
Hyatt Regency Conference Center Garage
Aurora Civic Center
RTD facilities
Transit Station Bike Parking
Charging stations for electric vehicles

Iliff Station Garage
14000 E. Wesley Ave, Aurora CO 80014

Opened in early 2017, the Iliff Station Garage is a partnership between the City of Aurora and the Regional Transportation District (RTD). The 2-storey, 600-space garage is equipped with six electric vehicle charging stations and offers fast and efficient parking options serving Iliff light rail station.

Parking rates
Daily: $3 $2 $1.50 – Now even cheaper!
Monthly: $50 $45 (guarantees a seat for permit holders between 5 a.m. and 10 a.m. on weekdays)
Adjacent street parking is also available for commuters for a fee.

Paying for parking is easy at Iliff station. Pay-per-plate terminals are located next to the elevators on the first floor on your way to the light rail platform. The cash machines accept cash, coins and all major credit and debit cards. Customers can also use ParcMobile pay for daily parking on their mobile device.

Iliff station is served by the H line (to downtown Denver) and the R line (to Peoria station to the north and Lincoln station to the south). Denver International Airport is served by Iliff Station through a transfer to Peoria Station.


Hyatt Regency Conference Center
13200 E. 14th Place, Aurora, CO 80011

The Hyatt Regency Aurora parking garage is a 6-story facility with 506 public parking spaces. Public parking is open 24 hours a day and accessible to all visitors and guests of the Hyatt Regency Aurora Hotel & Conference Center as well as nearby business and commercial attractions, including guests of the nearby Anschutz Medical Campus.*

The gated, self-pay garage offers self-parking rates and monthly permit parking options. At the end of your hourly parking stay, cash or credit card payments are conveniently processed via automated pay stations located in the main garage lobby or at the exit of the credit card vehicle lane (uniquely). Overnight Hyatt guests can place garage parking fees directly into their hotel room folio account for unlimited garage access – just speak with the front desk staff at check-in. room to arrange parking.

There are TWENTY (20) electric vehicle charging stations on all levels of the garage that offer FREE charging the vehicle (with a valid ChargePoint account).

Parking for vans accessible to people with reduced mobility: Guests with large/oversized or tall wheelchair vans/vehicles must first check in and obtain guest assistance from a member of the Hyatt hotel valet team (posted at the gate of hotel) before entering the garage. The hotel’s valet team will be happy to help you get your vehicle safely into the garage and park it in a designated parking space accessible to vans. Accessible parking spaces for NON-vans are accessed through the main vehicle garage entrance and are located throughout the facility. All wheelchair accessible car parks operate on a first-come, first-served basis.

Parking is managed by the Hyatt Regency Aurora management team.

For more information about the hotel and the conference center, please visit aurora.regency.hyatt.com.

Self-parking rates
0 to 6 hours: $6
6 to 24 hours (daily): $12
Lost entry ticket: $12

Monthly parking rates
$75


Aurora Civic Center
15151 East Alameda Parkway, Aurora, CO 80012

The Aurora Civic Center (AMC) has ample parking for all visitors and City campus employees. We ask that drivers please obey all posted signs when parking on campus; including all time limitations, speed limits and reserved parking restrictions. The City Campus can often be a busy place, so please always yield to all pedestrians and cyclists.

FREE charging stations for electric vehicles (EV) (Charging point account required) are available to the public on level P-1 (ground floor) of the AMC garage – located on the east side of the garage. For more information on access FREE public electric vehicle charging stations throughout the city of Aurora, please click here.

To enhance safety at the Aurora Civic Center, Park Aurora has launched new off-street parking rules and regulations for all surface parking lots and garages on campus. Formalizing parking rules on campus ensures that all visitors and city employees clearly understand how to use our valuable parking resources.

To learn more about CMA’s off-street parking management rules and regulations, please click here.

AMC Campus Parking Passes:

For an AMC Campus Visitor Parking Map, please click here.
Municipal employees only – For a campus map of designated employee parking locations, please Click here.


RTD facilities (transit parking)

The town of Aurora is served by an extensive public transit system operated by the Regional Transportation District (RTD). RTD operates car parks at several bus transfer and train station facilities.

Park & ​​Ride lots for bus transfer facilities include:

Alameda and Havana
Olympic Park
Smoky Hill / Piccadilly

Park & ​​Ride facilities at the station include:

Dayton Station
Nine Mile Station Garage
Aurora Center Metro Station
2nd and Abilene Station
13th Avenue Station
Peoria Station
40th and Airport – Gateway Park Station

Please note that the Iliff Garage, located at 14000 E. Wesley Ave., is operated by the City of Aurora for the exclusive use of Iliff Station RTD customers. Find out more about the car parks operated by RTD on RTD website.


Secure bicycle parking at the transit station

The City of Aurora, in partnership with RTD and Northeast Transportation Connections, plans to install secure bicycle parking areas at Iliff Station and Peoria Station in Aurora and Central Park Station in Denver . Check back to ParkAurora.com for updates on when these facilities open and how to get a monthly pass to these safe cycling facilities.


Charging stations for electric vehicles

Park Aurora is proud to offer over 20 publicly accessible electric vehicle (EV) charging stations at city-owned and operated parking lots. To use these EV charging stations, you must be a member of Charging point.

The following city-owned and operated parking lots offer publicly accessible electric vehicle charging stations:

Aurora Civic Center Garage, 15151 E. Alameda Parkway
4 stations at garage level P1

Hyatt Regency Conference Center Garage (paid parking)
13200 E. 14th place
20 stations on each level of the garage

Iliff Station Garage (paid parking)
14000 E. Wesley Avenue
6 stations at garage level P1

Aurora City Public Safety Training Center
25950 E. Quincy Ave.
2 stations located in the car park

Check back for more information on new stations as they become available.

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Uncategorized

Car & Driver: refitting of parking structures for self-service cars

OEMs are aggressively targeting the holy grail of cars that drive around with no one inside, but their efforts on more mundane functionality – likely much easier to achieve – could also radically redefine our lives.

Car & Driver released a truly fascinating feature on Monday examining how automatic parking technology like Tesla’s ‘Summon’ – available today – could eliminate the way parking needs hold city residents and residents to some degree. hostage visitors.

It could also reduce the number of bangs and dents in the doors, as well as kinks in the parking fenders, which is a shame for those focusing on cosmetic crash repairs.

“Using Summon, once you’ve got home and exited Model S or Model X, you can ask him to do the rest: open your garage door, step into your door. garage, park and turn it off. In the morning you wake up, go out the front door and call your car, ”Tesla wrote in January. “He’ll open the garage door and come and say hello.” More generally, Summon also eliminates the burden of having to squeeze in and out of tight parking spots. During this beta phase of Summon, we would like customers to familiarize themselves with it on private property. Eventually, your Tesla will be able to drive anywhere across the country to meet you, recharging itself along the way. It will sync with your calendar to know exactly when to arrive.

In February, Tesla pointed out that it could reduce collisions.

“By allowing the Model S or Model X to be remotely retrieved from a parking spot, Summon gives the driver a line of sight to the danger areas around them. At the same time, ultrasonic sensors placed around the vehicle proactively protect against any invisible or moving danger and allow the car to stop as soon as it is detected, ”Tesla wrote. “If at any point during the summoning maneuver the driver decides to stop Model S or Model X, they can do so by simply pressing the app, the remote, or a door handle. While these extra layers of safety don’t completely eliminate crashes when using semi-autonomous features like Summon, when used correctly they can reduce their occurrence compared to conventional driving.

Nashville is already considering such technology with “what is believed to be the nation’s first parking structure designed for an era where cars contain valet functions like Summon and can park and connect to wider transportation networks.” Car & Driver reported.

Experts, according to Car & Driver, believe that the parking needs of residents of American cities could be changed as early as 2 to 5 years by autonomous technology.

Self-driving cars lead to the likelihood that drop-off areas are needed for vehicle occupants in front of buildings. Once the occupants have exited the cars in a designated area, the cars can park. And if there is no need for humans to get out of parked cars, they can settle into narrower bunks that can eventually shrink from a traditional width of 9.0 feet to maybe 7.0 or even 6.5 feet wide. Squeezing vehicles into smaller spaces, in turn, saves millions of dollars for builders, homebuyers and consumers. But these are just little things

Connected cars add another dimension to autonomous capabilities. Whether private or shared vehicles, the ability to convene a ride remotely means garages may not even need to be located smack in the middle of shopping districts or close to city centers. . Garages can potentially be moved out of areas where real estate is at a premium. This not only means big changes for the parking lots, but also big changes for the areas around them.

Technically, you don’t even need a self-driving car, Car & Driver observed. Simply eliminate the minimum mandatory parking spaces for residential and commercial properties and let the free market figure it out.

A 2013 UConn Honors thesis referenced in the article examined the difference between New Haven, Connecticut, and Cambridge Mass, since Cambridge focused on parking maximums rather than minimums in 1981. Basically, Cambridge did better.

“Since 1951, the supply of off-street parking has increased by almost 400% in New Haven, while employment and residential population have declined in the city,” wrote authors Bryan Blanc and Michael Gangi in 2013. “In contrast, off-street parking supply in Cambridge has increased by about 140% since 1952, while the city’s employment and residential population have increased by 50% and 67% respectively.

Or just use existing technology like Autostadt in Germany, which parks Volkswagens for delivery to drivers in an autonomous tower, as Reuters reported in 2012.

It would have inspired the briefcase fight in a robotic parking lot at the end of “Mission Impossible: Ghost Protocol”. (The lost fight against a battle of “Hunger Games”.)

More information:

“The parking garage of the future: a big makeover to come in the autonomous era”

Driver, July 25, 2016

“Urban parking economics and land use: a case study from New Haven, Connecticut and Cambridge, Massachusetts”

Bryan Blanc and Michael Gangi University of Connecticut honors thesis, 2013

“Improve Safety and Convenience with Summon”

You’re here, February 8, 2016

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Parking spaces

Boston Parking Spots: Most Expensive Sales Since 2014

Top-notch parking spots live up to the firstborn and opening Red Sox tickets when it comes to beloved Boston possessions. Not surprisingly, residents and commuters alike will pay a high price for the best of the first.

NeighborhoodX real estate search site analyzed Boston’s most expensive parking spaces sold in 2015 and 2016 to date, and found that their price ranged from a $ 50,000 space at 5 Holyoke Street in the South End to $ 390,000 for a space at 70 Brimmer Street (aka the Brimmer Street Parking Garage) in Beacon Hill.

Based on these sales, in fact, Beacon Hill is the most expensive area to buy a parking space, followed by Back Bay and South End.

As for that Brimmer Street garage space that made nationwide news last year when it asked for $ 650,000, it’s not included in NeighborhoodX’s recap. Why? Because it never sold. The price fell to $ 415,000 and then the space completely disappeared from the market. According to Constantine Valhouli, co-founder of NeighborhoodX, Brimmer Street Garage spaces generally tend to cost $ 250,000 to $ 390,000.

A note on the graph: he focused on parking offerings that could be negotiated independently and not as part of a residency.

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Parking spaces

SF Has Enough On-Street Parking Spaces To Fill California’s Coastline

SF is crammed with car storage. This image only shows public parking spaces. Image: SFMTA

Clarification: California’s coastline (840 miles) is shorter than the end-to-end length of SF’s on-street parking spaces alone (900 miles). This post originally compared it to the length of SF’s total public parking supply (1,451 miles long), which is actually longer than the west coast of the United States from Mexico to Canada (1,360 miles). ).

Here’s a fact for naysayers who insist that SF absolutely needs every parking spot and can’t spare any for safer or more efficient streets: San Francisco has 441,950 publicly accessible parking spaces. Of that number, the 275,450 on-street parking spaces alone are enough to parallel park a line of cars 60 miles longer than the entire 840 mile California coastline, as the SFMTA pointed out. the SF examiner today. That’s enough parking to fill the parking lots that would cover the Presidio, Golden Gate Park, and Lake Merced.

The numbers come from SFMTA’s recently updated parking census. The census is a manual count taken to refine the agency’s 2010 estimate, which was based on a random 30 percent sample of city streets. Parking spaces are most heavily concentrated in dense city centers, with 35,000 parking spaces per square mile in areas such as downtown, the Civic Center, Russian Hill, and Nob Hill. At the bottom of the scale, most neighborhoods have around 10,000.

None of the counts included private parking spaces in residential garages, which are estimated to number in the hundreds of thousands.

“… With nearly 10,000 vehicles registered per square mile, San Francisco today has one of the densest car concentrations on the planet, more than any other city in the United States,” said writes Jason Henderson, professor of geography at SF State University. in an SF Bay Guardian column this month.

The vast majority of sidewalk space in San Francisco is devoted to 275,450 spaces for the storage of cars. Each of these occupies about 140 square feet of land, 17 to 20 feet long and about 7 feet wide, according to the census. Ninety percent of these spaces are unmeasured and are free to use at any time of the day.

“One source of the parking problem in San Francisco is that you have some of the most valuable land on the planet, and it’s free, and people are complaining that there isn’t enough of it,” he told Examiner Donald Shoup, professor at UCLA and modern parking policy guru. “I think San Francisco needs to find a smarter way to manage parking, other than making it free for everyone.”

Shoup called the Sunday parking meter reversal to appease church leaders “yet another step back, telling the Examiner that” I believe in separating the church from the parking lot.

Bruce Osterweil, a Richmond resident, owner of a car, pointed out tthe absurdity of the situation of free parking for SFMTA Director Ed Reiskin at a community meeting yesterday, after city officials explained their proposed transport funding voting measures.

“Why can I park my car on the street for free?” Said Osterweil, who previously sat on the Geary Bus Rapid Transit Citizen Advisory Committee for ten years. “My understanding is that real estate is quite expensive in San Francisco. But we have this policy that you can own one car – or more than one car – and take up a lot of space, and park on the street for free. looks like we should be paying for all that space.

Osterweil argued that put a more rational price on parking, through Extending parking meters and permit restrictions would reduce parking demand – thereby opening up parking spaces and reducing the flow of cars driving to park, while raising funds to improve transportation options.

This is the raison d’être of the SFMTA’s SFpark program, for which the parking census was carried out. SFpark is in a transition phase at the end of its two-year pilot period, and the agency is no longer using the underground sensors that were used to collect parking usage data. The SFMTA plans to present its pilot SFpark assessment next month.

SFMTA director Reiskin said nothing in response to Osterweil’s comments, but after the meeting he told Streetsblog that the agency essentially “institutionalizes” the principles of SFpark in the agency’s general parking management program. SFpark has moved from the finance division to the sustainable streets division, he said. And instead of using sensors, SFMTA now monitors parking lot occupancy using smart meters that track payments.

Still, the SFMTA isn’t quite ready to try to expand parking meters again, after the backlash from Potrero Hill, Dogpatch and the northeastern neighborhoods of Mission. “There have been things done under the SFpark banner that hit some walls, but the general concepts, I think, have been pretty well empirically validated,” Reiskin said.

But avoiding a car-crowded future for San Francisco will ultimately require recognizing that there is an upper limit on how many cars can safely and reasonably fit on a 7-mile by 7-mile peninsula. Studies show that when more parking spaces are built – and at low cost – then more residents tend to own and drive cars.

Yet as we wrote, the more space we dedicate to parking, the less space we will have to house people – and SF is set to build an additional 92,000 personal car storage locations by 2040 under current policies.

Meanwhile, attempts by the SFMTA to take even a piece of curbside parking for protected bike lanes or transit lightbulbs invariably cause traders and residents to fight tooth and nail. to preserve every last place. And SF political leaders rarely mobilize to defend such rational efforts to reallocate public space more effectively.

“I think a lot of people don’t realize that parking is the cause of congestion,” Osterweil said. “If you charge for it, people might not have five more cars.”

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Parking spaces

Two Boston parking spaces sold for $ 560,000

June 15, 2013 ?? – While recent parking tickets costing hundreds of thousands of dollars in Boston and San Francisco shocked readers this week, the volatile price of parking, especially residential parking, reflects the “volatile” world of urban real estate, according to real estate experts. .

The Internal Revenue Service auctioned off two residential parking spaces in Boston on Thursday for $ 560,000, and an 8-by-12-foot parking space in San Francisco’s trendy South Beach neighborhood sold for 82,000. $ the week before, as the San Francisco Chronicle first reported.

“When we look at residential versus commercial parking, the overall trends are similar. But with residential parking, it’s specific to that individual block, and it’s much more variable,” said James Cook, US Director from research to real estate. Colliers International service company. “It’s also more volatile.”

It was obvious Thursday in Boston, when crowds of people gathered in the rain in the upscale Back Bay neighborhood. The IRS auctioned off two parking spaces it had seized from a man with nearly $ 600,000 in back taxes. He bought the spaces for $ 50,000 in 1993, the Boston Globe reported. Auctions started at $ 42,000.

In photos: Barneys will sell gold shoes for around $ 2,664, along with other big-ticket items

At first glance, the two parking spots can’t seem to fetch half a million dollars. They are located in what looks like an alley, behind two more parking spaces. But those two parking spots are behind Commonwealth Avenue, where a street spot sold for over $ 300,000 in 2009.

The winner, Lisa Blumenthal, already has three parking spots with her home on Commonwealth Avenue, a few blocks from the finish line of the Boston Marathon. But she told the Boston Globe that more space would allow guests and workers to park.

Blumenthal declined to comment on ABC News.

“It was a little hotter than I expected,” Blumenthal told The Globe.

Unlike Blumenthal’s new property, the Townsend Street parking spot in San Francisco that sold for $ 82,000 is in a gated parking lot attached to a condominium near the AT&T San Francisco Giant baseball stadium.

When Cook saw the headlines about parking prices, he was shocked at first, and then when he found out where the parking spaces were, they “made more sense.”

“It’s a really simple economy – the laws of supply and demand. In the United States, the world of parking, like all real estate, is a tale of two worlds.”

The two worlds Cook, who lives in rural Indiana, refers to are the major urban areas of the country, “then the rest of the United States.”

“There is no shortage of parking spaces in the rest of the nation,” Cook said. “In Indiana, I never pay for parking. It’s all about supply and demand.”

In photos: the most expensive houses in the country

“The Back Bay neighborhood is super rich, hip, expensive and one of the hardest places to find a parking space in North America,” he said.

Cook said leasing the parking space would provide a potentially stable source of income for the new owner, or that she could always resell the space.

“Either way, she’ll get the value if she sells it. There’s no loss of money for her,” said Cook, who added that wealthy homeowners in the area could most likely afford the places. .

The median home value for Back Bay in Boston, according to the Zillow Home Value Index, is $ 736,300, up 17.8% year-over-year and 2.3% from March to April 2013.

In South Beach in San Francisco, it stands at $ 931,200, up 27.8% year-over-year and 1% month-over-month from March to April.

“These are the coolest, trendiest places to live. The general trend is that leading US urban markets have led the real estate recovery. There has been a real bifurcation,” he said.

Retail real estate sales and rental prices in New York and San Francisco are “astronomical,” Cook said.

“You would think there has never been a recession. In the rest of the United States, there is an ongoing recovery,” he said.

Colliers International published a list of the most expensive central business districts for parking in October. They studied dozens of shopping areas and found that New York, Boston, and San Francisco topped the median rates for unreserved monthly parking spots. In other words, they are non-designated parking spaces such as parking garages without specific and designated locations.

Here is the Necklaces list of the 17 best US cities according to median monthly rates:

1. New York, NY – Midtown: $ 562

2. New York, NY – Downtown $ 533

3. Boston, Massachusetts: $ 405

4. San Francisco, California: $ 375

5. Philadelphia, Pennsylvania: $ 313.25

6. Chicago, Illinois: $ 289

7. Seattle, Washington: $ 285

8. Washington, DC $ 270

9. Honolulu, Hawaii: $ 230

10. Los Angeles, California: $ 220.93

11. Oakland, California: $ 195

12. Bellevue, Washington: $ 195

13. Hartford, Connecticut: $ 189.74

14. Portland, Oregon: $ 185

15. Denver, Colorado: $ 180

16. San Diego, California: $ 175

17. Minneapolis, Minnesota: $ 175

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