Academy of Local Politics

FREE PARKING. The battle cry of businesses everywhere.

Parking. A headache for local government everywhere. Because nothing is FREE.

I found some fascinating information about parking written by Tim Falconer in TheStar.Com.

I'd heard various estimates (four, eight, 13) for the number of parking spots per car in North America, and I have to admit that, initially, I was shocked. After all, like most people, when I'm driving around hunting for a legal space – all the while burning fossil fuels, spewing emissions and adding to the traffic congestion – it never occurs to me that North American cities devote so much space to parking.

But the typical driver has a parking spot at home and one at work (usually bigger than the cubicle he or she spends all day in) as well as shared spots at malls, stores, restaurants and even churches.

We're so accustomed to abundant free parking that we resist paying for it, hate looking for it and, most of all, dread getting tickets. As Donald Shoup, America's parking guru, told me, "Everybody thinks parking is a personal problem, not a policy problem." But everybody is wrong.

Born in California in 1938, Shoup was living in Honolulu when the Japanese attacked Pearl Harbor in 1941. Now a professor at UCLA's urban planning department and the author of The High Cost of Free Parking, he has a growing band of followers who call themselves Shoupistas even though the market-oriented policies he advocates could best be summed up by the battle cry, "Charge whatever the traffic will bear."

Gouge for parking? Why not, we're being gouged to drive, right?

Turning to his computer, he showed me aerial photos of several cities to demonstrate how much land we waste just to give drivers a place to leave their wheels. "Parking is the single-biggest land use in almost any city and almost everybody has ignored it," he told me. "It's like dark matter in the universe: We know there's something there, and it seems to weigh a lot, but we don't know what it is. If only we could get our hands on it."

While he was at his computer, he also gave me a virtual tour of the Old Town Pasadena neighbourhood, with before and after photos that showed how it had gone from skid row to upscale destination.

ONE OF HIS IDEAS was instrumental in that transformation. The city faced a common problem: Parking was free, but the few merchants who were still in business complained that it was inadequate. The people who worked in the stores took most of the spots, leaving customers to drive around searching for one – or just staying away. Meanwhile, the city had a vision of a revitalized downtown but no money to repair sidewalks, plant trees, increase security or take any of the other steps necessary to attract people.

Shoup recommended charging enough for parking to maintain an 85 per cent occupancy rate and using the money shoppers dropped in the meters to improve the neighbourhood. The revenue couldn't go into the city's general coffers; it had to be spent on the streets.

Once that happened, the business community started to invest, too – even sandblasting and renovating derelict buildings – and soon the shop owners, who had initially opposed meters, wanted to charge for parking until midnight. They wanted the money for the improvements, but they also discovered that their fears about scaring away customers were unfounded – anyone who really wanted to shop or eat in the area was willing to invest a few quarters.

As the area became more popular, the meters raised more money for more improvements, which increased the popularity. And so on. The city now collects one million dollars a year to pay for upkeep that includes sweeping the sidewalks nightly and steam-cleaning them twice a month.

Money to steam clean the sidewalks twice a month? That got my attention.

How much should be charged to park on the street?

The right price is the one that means there are always one or two open spots per block. Since the cost encourages turnover, time limits are unnecessary; in fact, any place that needs to impose time limits is not charging enough.

A city should adjust the rate every quarter to ensure the 15 per cent vacancy rate, always letting the market decide the price. "Nobody can tell you what the right price of gold is, or the right price of wheat or apples," he argued. "It just happens."

Parking meters. Kind of like Back to the Future, isn't it.

Another thought by Mr. Shoup...

The harm abundant free parking does feeds on itself: All that land dedicated to parking, which often sits empty for much of the day, increases sprawl, and that sprawl makes alternatives such as public transit and walking less feasible, which forces more people into cars, which increases the need for more parking.

Are these ideas catching on?

Cities pay him large lecture fees, fly him first class and then wine him and dine him, but they don't all do what he suggests because parking is so political.

"The nice thing is that when cities adopt what I'm saying" – he snapped his fingers – "like that, it works."

Fascinating... I wonder if these ideas really work?

 

It warms the cockles of my heart when I hear of a city making a concerted effort to improve their sidewalks. Let's face it...if a city has sidewalks, they have problems.

Enter...Flint, Michigan. According to the ABC 12 ...

In Flint, sidewalk repair crews are now moving across the city. Their goal is to reface nearly 5,000 squares of the worst sidewalks in town.

City officials say they're moving fast on their goal now as they use $750,000 in block grants to rehire 25 city workers to get the resurfacing done.

That has to be a beautiful site! Twenty five city workers scurrying around like ants laying forms, pouring cement and then finishing it off. (OK, "scurrying around" may be a stretch, but let me dream.)

The mayor says it is hoped that eventually the city will repair the entire 1,000 miles of sidewalk across the city.

"If people want their sidewalk fixed and if they call, we'll put them on the list," said Flint Mayor Don Williamson.

Council members from other wards claim to have submitted similar lists to the mayor through the city administrator or through referrals to the transportation department.

The mayor and his administrator say those avenues are not sufficient and all council people should follow the mayors direction to bring the list directly to the mayor.

No messing around...this project is too important.

The "Buck Stops" at Mayor Don's desk.

I have a new Hero.

A few of years ago I was visiting with a couple of In-Laws from Iowa, when the topic of keeping dust down on their gravel roads was brought up. Iowa has a lot of gravel County roads. I was asked how we controlled the dust in our area. I responded "blacktop".

I was reminded of that conversation when I read in the Fayetteville Observer about the trouble Fayetteville, NC is having trying to blacktop all their roads.

Not everyone wants a paved street.

The Fayetteville City Council learned last week that a paved street is a laudable, if not misguided, goal. The council made the elimination of dirt streets a priority last year. It adopted a three-year plan to pave every dirt street. The council was set last week to approve paving 12 streets that were randomly picked to be done in the first year.

But residents and business owners on two of those streets — Woodsdale Street and Plummers Lane — objected.

Objected to having a paved street? What's the deal? Why would someone not want  a paved street to live on?

Property owners are charged $25 for every foot that their yards abut the street when it’s paved with a concrete curb and gutter.

Devins Harrison, who along with his wife, Barbara Herring, owns D&J Motor Co. on Woodsdale, said the 581-foot-long road has only three houses.

“This is just a bad deal, as far as I’m concerned, if we have to be assessed,” he said.

City officials say that assessment averages 25 percent of the cost to pave a street with a concrete curb and gutter. City taxpayers pay the rest.

OK, they don't object to a paved street, as long as they don't have to pay for it. Anything else?

Harrison said the street lacks public sewer and has storm drainage problems. So why pave it? he asked.

Well, a paved street with curb and gutter just may solve that drainage problem? Huh, what do you think?

Councilman Robert Massey said it would make little sense to pave the street before doing sewer work if that utility service were needed.

"If" sewer work were needed?  Not when... but if?

Don't worry folks, I'm sure the private sewage systems on these gravel streets, are all checked regularly, to make sure they are operating properly.

Flushhh.......

How do you get a street repaired? Favoritism is alleged many times in the decision which streets do get repaired. Sometimes maybe it does?

PittsburghCityPaper.WS spins a tale that sounds like favoritism.

According to county real-estate records, Steelers head coach Mike Tomlin purchased a home on the 1200 block of Shady Avenue in April. The street was paved a few months after ... even while other sections of the street slated for resurfacing went unattended.

City Councilor Bill Peduto, who represents the Shadyside neighborhood and who has been critical of the city's paving decisions in the past claims...

"It's not the condition of the street, but the people who live on it."

The Mayor's office explanation of this was...

 "The section of Shady Avenue paved was on our list long before Coach Tomlin moved into his house, but paved after he moved in."

That sounds good but...

According to the city's 2007 paving list, however, Tomlin's stretch of Shady wasn't supposed to be paved at all.

I really don't care if Mike Timlin's street got favoritism or not. That is peanuts.

What I want to know is... if a new unproven Coach like Mike Timlin gets his street paved ahead of schedule, what did Chuck Noll and Bill Cowher get?

Every time a bypass is proposed around a city to alleviate traffic congestion, a few townspeople cry "foul". The latest I became aware of is Lindstrom, Minnesota.

According to TwinCities.Com...