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Germany Imagines Suburbs Without Cars - NYTimes.com

Discussion of Freiburg suburb, Vauban, and its "car-free" environment:
QUOTE
Street parking, driveways and home garages are generally forbidden in this experimental new district on the outskirts of Freiburg, near the French and Swiss borders. Vauban’s streets are completely “car-free” — except the main thoroughfare, where the tram to downtown Freiburg runs, and a few streets on one edge of the community.
UNQUOTE

Tags: suburbia, cars, green_strategies, vauban, germany on 2009-05-17 and saved by 3 people -All Annotations (3) -About

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Putting Parking into Reverse - InTransition

"Professor’s Theories Influence Cities to Reconsider Pervasive Free Parking" : on how free parking has distorted urban centers.

Tags: intransition, parking, cars, cities, urban_design, surface_parking_lots on 2009-03-11 -All Annotations (23) -About

more fromintransitionmag.org

UCLA Planning Professor Donald Shoup has written 733 pages that say otherwise. Because when cars aren’t going, they are parked somewhere, and when they are parked in one place, an average of six spaces per car nationwide stand vacant. Shoup considers the proliferation of parking spaces to be a plague on American cities, and because the vast majority lie open for the taking, they represent the largest devaluation of real estate short of the subprime mortgage crisis.
If America’s streets were a Monopoly board, it would be a dull contest indeed, with almost every space “Free Parking.” Each of the country’s roughly 200 million vehicles typically demands spaces at home and work, with shares of countless spaces at the market, restaurant, post office, mall and every other imaginable destination. Eighty-seven percent of all trips are made by personal vehicle and 99 percent of those trips arrive at a free parking space.
Many of these spaces stem from carelessly planned street parking schemes and arbitrary minimum parking requirements, by which cities dictate the number of spaces that different types of land uses must provide for tenants and customers.
“That makes parking artificially abundant and therefore cheap and does in some ways tend to subsidize auto use when people would otherwise make other choices,”
Shoup has waged a campaign to convince cities to revolutionize their parking policies, from charging higher meter prices to allowing communal lots to reducing sacrosanct minimum parking requirements. Such efforts, he says, could speed the flow of traffic, encourage denser development, rehabilitate pedestrian environments and even make it easier to find a place to park. Now, four years after his book’s publication, cities across America are devising ways to stop parking in its tracks.
Car Culture “Ruined the City”
As parking requirements facilitate the use of cars, total travel increases, public transit use decreases, buildings scoot farther away from each other, density diminishes, central cities go into tailspins and sprawl increases—all of which, in turn, increases the need for more parking.
“I’m really saying that cities are doing everything wrong, when it comes to parking,” Shoup said. “I firmly believe that. For 75 years we’ve made terrible mistakes with nobody noticing.”
“Parking is the most glaring example of how we have systematically subsidized an auto-driven landscape and systematically devalued the pedestrian landscape.”
A “pseudoscience” was created out of assigning precise requirements to everything from convents to batting cages, and couching them in terms of “requirements” implied that they must be provided free of charge.
the absence of a price does not equate to an absence of cost.
Though Shoup himself gives only the occasional informational lecture and admits that his book is nearly unreadable in its entirety, it has turned into a manifesto for a growing movement of planners, public officials and other loyal revolutionaries who decry the degradation of the urban landscape. These self-styled “Shoupistas” (yes, there is a Facebook group) have created a cult of personality and rationality around Shoup and his straightforward, elegant approach to healing American cities.
Rather than focus on the supply side of the parking equation, Shoup focuses on the demand side and on the heretical notion that, even in a consumerist society, it might be all right to implement policies that would reduce demand.
The fundamental change that cities need to make, according to Shoup, is to charge a price for metered parking that would be expensive enough to create roughly a 15 percent vacancy rate. At that rate, Shoup said, many drivers will either park in private lots or use other means of transportation, and those drivers who want to park on the street will find readily available spaces without “cruising” endlessly.
Indeed, one of Shoup’s studies claimed that in a variety of high-traffic areas in Los Angeles, curb parking was always cheaper than pay parking, by as much as a factor of 10. In Westwood Village alone, this disparity leads to “cruising” that “creates enough vehicle travel to make 38 trips around the earth.”
Add Sticky Note
- yikes...
  posted by lampertina on 2009-03-11
One group likely to raise protests, though, are businesses owners who may fear that higher prices will drive away patrons. In fact, Shoup contends that higher turnover (prompted by higher rates) will benefit some businesses, and he ensures that the benefits will be more than just theoretical.
Shoup proposes “parking benefit districts” by which revenue at the meters would be re-invested in the immediate neighborhood for upgrades such as sidewalk improvements, signage and other amenities that would make the areas more comfortable for pedestrians and less comfortable for cars.
Add Sticky Note
- - that's an excellent idea, and fits in well w/ studies that show how urban forests/ plantings improve commerce, lend an air of ease and pleasure to a district and raise its overall profile/ value.
  posted by lampertina on 2009-03-11
He recommends that cities “let the prices do the planning.”
Leading the pack is San Francisco, where the new SFPark program has received $23 million in federal funding. SFPark takes nearly the entire suite of Shoupisms to heart and is implementing them in an 18-month pilot project that will apply to 7,000 curbside and over 11,000 off-street spaces. It will rely heavily on cutting-edge meter and data-gathering technology to adjust rates and reduce congestion.
Still, Shoup’s optimism extends even to the typology that most revels in parking excess: the big box store. Convinced that urbanism can emerge in the backwash of sprawl, Shoup contends that if big boxes, malls and even strip malls were allowed to reduce their parking and replace excess spaces with something more useful, suburbanites might embark on the greatest land reclamation scheme this side of the Netherlands. He envisions apartment buildings and townhouses sprouting on the edges of malls parking lots and thereby creating nearly fully formed neighborhoods in place of vacant asphalt.
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- - this is what's supposed to be going up at Town & Country Mall right here in Victoria/ Saanich (if the current $-downturn hasn't killed the project...)
  posted by lampertina on 2009-03-11

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"Oregon will move to tax cars by the mile," by Knute Berger

Oregon might transition away from a gas tax in 2009 and switch to a mileage tax instead.

Unfortunately, the scheme raises privacy issues/ concerns, since GPS satellite tracking systems would be used to keep track of one's mileage. Ouch.

Tags: oregon, carbon_tax, cars, tax, taxation, crosscut, knute_berger, mileage_tax on 2009-01-03 -All Annotations (1) -About

more fromcrosscut.com

Gas Prices Send Surge of Riders to Mass Transit - New York Times

Something to think about "out west," where existing public transit might be spotty, or where the only public transit is buses. Rail definitely makes sense for many people here. "Some cities with long-established public transit systems, like New York and Boston, have seen increases in ridership of 5 percent or more so far this year. But the biggest surges — of 10 to 15 percent or more over last year — are occurring in many metropolitan areas in the South and West where the driving culture is strongest and bus and rail lines are more limited."

Tags: transportation, transit, transit_oriented_development, cars on 2008-05-10 -All Annotations (0) -About

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In Defense of Townhouses — Sightline Daily (formerly Tidepool)

- great article by Eric de Place on why so many new TH developments are so ugly. As his lede says, "How parking laws make housing expensive. And ugly."

Tags: sightline_daily, seattle, urban_design, urbanplanning, cars, parking, architecture on 2008-05-01 -All Annotations (0) -About

more fromdaily.sightline.org

Some of the new townhouse developments are pretty bland, and many seem divorced from the street. But why are the designs so flawed?
Here's one explanation. Nearly every townhouse in the city is required by law to provide offstreet parking. Since cars don't fly, the practical effect of the minimum parking regulations is that each and every townhouse has a garage on the bottom floor. And these garages are often the prime culprit in walling off the townhouses from the street, and of sending the residents upstairs.
because the garages are small and the driveways are tight, the residents who have cars often end up parking on the street anyway. All this puts city planners in a lose-lose situation.
One obvious solution would be to strip out the parking requirements, which would revolutionize the design possibilities. But so far, the city's modest attempts to remove minimum parking mandates in a few urban areas have been greeted with howls of protest from angry mobs wielding pitchforks and torches.
Contrary to the screeching of some neighborhood activists, the reason that townhouses are sprouting up everywhere is not because developers are part of a notorious cabal dedicated to ruining Seattle's aesthetics. No, the reason is because people want to buy them.
Not only are single-family homes about 25 percent more expensive, on average, but the single-family homes are more often older, requiring expensive fixes and upkeep. (Believe me, I know). Meanwhile the townhouses are sparkling new, very energy efficient, and often within walking distance of services and transit. As a result, the true price differential is much greater than the sale prices suggest.
But now there's a push to subject townhouses to more extensive permitting, increased design scrutiny, and more neighborhood input. And while those may or may not be wise public policy decisions, they are precisely the sort of regulations that -- bit by bit -- increase the price of housing.
Another possibility is simply to downzone neighborhoods, so that it's illegal to build townhouses. But that kind of supply-side restriction -- already common throughout much of Seattle's land-base -- is likely one big contributing factor to unaffordable housing.
minimum parking requirements -- the ones that foul up townhouse design -- they may also make the townhouses more expensive. In fact, it's been estimated that parking requirements can add tens of thousands to the price of a condo, and it's fair to think that a similar price hit happens with townhouses.
And free parking is ugly too.

Chicago's Green Dividend

Short video clip produced by CEOs for Cities, which asks, "How much is it worth, to live two miles closer to work?" The answer(s) is (are) astonishing, when you take those 2 miles and make them cumulative, for the whole US. That said, imagine what it does mean, then, if we build cities that are walkable, that engage people in public transit, that shave those 2miles off people's commutes/ daily drives?

Tags: ceos_for_cities, automobile, cars, driving, video, walkability, urbanism on 2008-04-24 -All Annotations (0) -About

more fromblip.tv

My Other Car is a Bright Green City - WorldChanging: Tools, Models and Ideas for Building a Bright Green Future

via CEOs for Cities, an article by Alex Steffen, which argues for dense, urban communities that will help curb (literally) car use. \n\nFrom his intro preamble: "This is a rough draft of a long essay about why I believe building compact communities should be one of America's highest environmental priorities, and why, in fact, our obsession with building greener cars may be obscuring some fundamental aspects of the problem and some of the benefits of using land-use change as a primary sustainability solution."

Tags: alex_steffen, cars, cities, environment, green_strategies, sustainability, urbanism, worldchanging on 2008-01-25 and saved by 8 people -All Annotations (0) -About

more fromwww.worldchanging.com

This Land: Visual Pollution | The New York Times

Fascinating slide show narrated by Kevin Fry of Route 1 (which runs 2000 miles from Maine to Florida), and which is in too many places a godforsaken strip mall. Fry's argument is that these places, built for cars not people, alienate us from any kind of authentic sense of place, and in turn this alienates us from citizenship, which is (and must be) local and specific. Relates to this article: http://tinyurl.com/2hkf25 too. (Slide show link via pricetags)

Tags: alienation, cars, kevin_fry, nyt, placelessness, socialcritique, sprawl, visual_pollution on 2008-01-02 -All Annotations (0) -About

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Waterfront plan: A magnet and, hopefully, model (Toronto Star)

Dutch landscape architect Adriaan Geuze's vision for T.O.'s waterfront: "The point must be that we won't have to live on the waterfront to feel at home there." In this article by Christopher Hume, some really interesting discussion (by Geuze) about cars, how they've taken over urban spaces, why all-pedestrian zones aren't necessarily a good idea ("scary at night"), and that cities today compete with one another.

Tags: cars, christopher_hume, development, pedestrians, toronto, urban_parks, urban_renewal, waterfront on 2007-12-24 -All Annotations (0) -About

more fromwww.thestar.com

Relax, Toronto, all is not lost; the wheels of change grind no slower here than in any other city.
So says Dutch landscape architect Adriaan Geuze, whose firm, West 8, is now redesigning the central waterfront in partnership with Toronto's DTAH.
"Bureaucratic resistance is normal," he says, smiling reassuringly. "It's the same everywhere."
Geuze and his team won an international competition last year to redesign the waterfront between Bathurst and Parliament Sts. It is a huge project, including the narrowing of Queens Quay from four lanes to two, the planting of thousands of trees, the construction of a boardwalk along the water's edge and bridges across various slips.
"Today it feels like the pedestrian is a guest on the waterfront," Geuze says. "But in the future the car will become the guest. We're going to restrict traffic to one-half of the street, but we're not going to torture it. We'll keep the flow and create a more readable situation. It's not that we don't like cars, but we need more balance."
As Geuze explains it, Europeans love their cars every bit as much as we North Americans. The difference, he argues, is that we have gone too far.
"Devotion to the car is the same here as in Europe," he says. "But in Europe there are some guiding cities. And we're not talking about medieval cities, but modern urban communities with large commercial centres – Strasbourg, Grenoble, Bordeaux, Lyon, Nantes, Zurich, Copenhagen. ... There's a competition between cities now."
Add Sticky Note
- - great point re. pedestrians feeling like guests in some parts of the city
  
  - also, that today cities compete amongst themselves (echoes Florida's mantra about creative economy revolutionizing the global economy)
  posted by lampertina on 2007-12-24
Geuze makes it clear he's not advocating the complete abolition of the car; he feels a certain amount of traffic is healthy. Besides, he adds, large pedestrian zones can "become scary places at night."
The intention, he insists, is to establish a state of equality between cars and people: "People will be happy, shop owners will be happy, and police will be happy."
He sees Toronto's waterfront as a perfect example of the vast potential of the city, but also of how much needs to be done. "North America is about the car," he says. "But Queens Quay can mark a revolutionary change. It will be a magnet for anyone who wants to walk, jog, cycle or stroll. It will be a place for merchants to make a living, and that will attract people."
Add Sticky Note
- - this articulates a vision based on USE, = important, vs. doing things based on "style" or "height restrictions" (Victoria) or other physical characteristics. The physical characteristics should flow from the uses planned
  posted by lampertina on 2007-12-24
In this respect, one can only hope the post-Geuze waterfront will become a model for the rest of the city. Though there has been much debate in recent years about the car, it's clear that Toronto has a long way to go before it catches up with Europe. Indeed, we are falling further and further behind. Worst of all, we have allowed public transit to deteriorate. For many Torontonians it is not an option; they have no choice but to drive.
"Toronto is ready to have a waterfront with its own identity," Geuze asserts. "It's a marvellous site, a south-facing waterfront. What more you could ask for?"
The answer, many might say, is greater public access. As well as controlling the car, we must ensure the waterfront is as inviting as possible. That's not to say people won't be living and working on the lake – they definitely will – but as Geuze likes to say, it's a question of balance. The point must be that we won't have to live on the waterfront to feel at home there.

Back to Basics in Transportation Planning | Project for Public Spaces (PPS)

Tags: automobile, cars, highway_system, infrastructure, planning, project_for_public_spaces, transportation on 2007-10-24 and saved by 2 people -All Annotations (0) -About

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