As a new wave of people flood cities to live, work and play, many arrive on four wheels -- cars, which are creating massive headaches for city planners and drivers.
Smart cities are looking into reducing parking issues that cause street congestion and wasted time for drivers searching for spaces. Off-street parking isn't a solution: It is costly to build and takes space that could be used for other, more interesting uses.
While some cities are looking into solutions such as parking prices that fluctuate based on demand to ensure a space is always available, others are revamping parking permit policies and updating zoning laws to allow for transit-oriented developments.
Cities that aren't moving fast enough may soon be left in park.
Here's a look at three of cities in the
Issue Media Group network that are in the pilot stages of their approaches to mitigating traffic congestion, pricing and overall parking accessibility.
DC navigates curbside demand
This summer in Washington, D.C, if you're going to the Verizon Center for a Wizards game on a Friday night, there's a chance you'll pay a little more to get a curbside parking space steps away from the venue. If you're willing to walk a little farther, you can pay a cheaper rate.
This is part of the pilot program
ParkDC, which will address issues of traffic congestion in the city's Chinatown/Penn Quarter area.
"Cruising around the block to find an open parking space can contribute to as much as 25 percent of the congestion, so there is recognition now that if you manage your curb space more efficiently, then you'll manage your street congestion more efficiently," says Soumya S. Dey, director of research and technology transfer at the District Department of Transportation (DDOT).
One of the busiest parts of town, the adjacent Chinatown and Penn Quarter corridors are frequented by sports fans, foodies, retail junkies and theater-goers, all within a few blocks. ParkDC's plan will adjust prices of 1,300 parking meters through a demand-based strategy that will consider location, time of day and other factors that dictate how busy the area is at any given time. In other words, the more people who want to park on a given block, the more expensive it will be.
In researching solutions to parking problems across the country, D.C. turned to Seattle's performance-based parking program. Launched in 2011, Seattle's Department of Transportation varied metered parking rates from $1 per hour to $4 per hour, in twenty-three areas throughout the city. After an evaluation period, the city saw outcomes that reflected one of its main goals -- to always have at least two parking spaces available per block.
In 2012, Los Angeles launched a similar program to reduce traffic congestion, lower air pollution and make commuting more efficient.
LA Express Park covers 6,000 metered parking spots and 7,500 city-owned lot spaces. While prices range from $1 to $6 per hour, the average is $1.76 per hour, which is lower than the $1.95 per hour the city charged before the program launched. With its success, the program is expanding to Westwood Village, with plans to extend to Hollywood in 2015, according to the Los Angeles Department of Transportation.
As D.C. gives demand based pricing a shot, perhaps it will lead to its removal from
NerdWallet's Top Ten Worst Cities for Parking your Car, which based rankings on high parking prices and theft rates.
Over the past few months, there's been a significant push to get the word out about D.C.'s new program.
"We want to give people information of where available parking spaces are and once they have that information, they don't have to circle around the block to find an open space,” says Dey, explaining an interactive app, currently under development, which will help drivers understand parking trends to help their search and estimate how much they would to pay for curbside parking.
For the next three years, Chinatown and Penn Quarter will be laboratories to test technology and concepts for parking in the city before moving forward to other neighborhoods.
Denver's parking hits its limits
In 2014, Denver jumped from No. 16 to No. 6 on
Forbes' annual ranking of the 20 fastest growing cities in the nation. The
Denver Regional Council of Governments projects a nearly 50 percent increase in residents from 2.6 million in 2005 to almost 3.9 million in 2030.
While an influx of residents will be a major boost for the city's economy, it can be a nightmare for transportation officials. As development ensues, enticing more visitors to the region, there's no way to create a parking space for each new person.
"We recognized early on that we only had a limited number of parking spaces on street and they can be programmed in a lot of different ways,” says Cindy Patton, principal transportation planner with
Denver Public Works.
The agency's Strategic Parking Plan provides a citywide framework for managing parking, to include five evaluators: demand, location, time, pricing and supply. "All of those things combined can be used to create an area management plan,” says Patton.
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The large growth in the Baker neighborhood has led to some concern over parking.
Area management plans are hyper-local initiatives that detail strategies to address the needs of specific neighborhoods. The Baker area for instance, has been a commercial corridor for quite some time, with landmarks like The Mayan Theatre and Blue Bonnet Cafe. In the past few years, the neighborhood has witnessed a resurgence with new nightspots, galleries, coffee houses and independent shops, in addition to newer condos to complement existing Victorian homes, bungalows and duplexes.
With all the new activity, there's little consistency in parking guidelines. Hours and pricing of meters vary, but not in a strategic way.
This year, the first phase of the neighborhood's area management plan launches to create more consistency in parking. All parking meter time limits will be adjusted to two hours (former conditions include a mix of one and two hour parking); hours of operation for parking meters will be standardized; parking meter rates will be adjusted to a consistent $1/hour; and loading zones will be strategically placed for easier maneuvering and less congestion on main roads. Lastly, short-term parking will be increased to support high-turnover businesses like coffee shops and convenience stores.
In the end, planners hope to reduce tension between residents, employers and consumers battling for parking spaces -- which can result in not only congestion, but frustration by drivers who may abandon the idea of visiting the neighborhood altogether.
University Circle goes multi-modal
In Cleveland, the University Circle area has long been composed of institutions such as universities, medical centers and cultural venues. As an anchor district, the facilities have sustained the area because of their access to stable employment and creative opportunities.
In recent years, University Circle has emerged as an innovation district where collaboration exists for innovators and a slew of new retail, housing and entertainment options cater to residents and visitors.
Unlike in Denver, new developments haven't reduced the number of parking spaces, but they have made the spaces more difficult to find.
"As you can imagine, when you take a very evident piece of surface parking on a main street and build a mixed-use apartment-retail building on top of it, it can be a little confusing for people who've known about that parking spot for the last ten years. So there has been a period of relearning for visitors, residents and workers,” says David Razum, communications manager at
University Circle, Inc., a community service organization responsible for the growth of the neighborhood as a premier urban district.
To start, Razum says that placing appropriate signage on the main roads has been extremely effective. There's also been a push for visitors to explore the area's website as a tool to see what parking is available that might not be directly in front of the venue. Perhaps most importantly, the city has made key investments in transit, streetscapes, bike lanes and bike parking that make it even more attractive for employees not to drive their cars to work.
Razum also sees the new developments as an opportunity for residents to view the neighborhood in a new light. "We build towards what we call a complete neighborhood, where everything you need in day to day life is within a twenty minutes walk. I think it's a convenient, healthy and really gets you outside of your car and makes you interact with your neighborhood a little more,” he says.
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The city is also upgrading its public transit. A $200 million investment in the redesign of Cleveland's Euclid Avenue integrated the bus rapid transit system, which connects the business district with University Circle. After opening in 2008, the system "helped transform the neighborhood, restoring Euclid as Cleveland's main street,” says Razum.
In August 2014, a ribbon-cutting ceremony was held at the Cedar-University Rapid Station, an $18 million reconstruction project that revamped the station's former grim facade. The new station "is more attractive, brighter and has helped improve connectivity with the neighborhood.”
And in 2016, the opening of Little Italy-University Circle Rapid Station, a $17.5 million project, should be completed as well. This station, which is being relocated to the edge of University Circle, "will encourage more visitors and workers to take the Redline to and from University Circle."
If new transit opportunities are put to effective use, there will be less need to consider building more parking infrastructure like lots and garages, a route taken by the Cleveland Clinic area, just west of University Circle.
"A surface lot on a main street has a role, but I think that it can hurt a commercial or residential district because it's kind of a dead area. I think that you can have surface lots and garages, but it has to be done right -- they need to blend in with the rest of the landscape and be coherent rather than separating areas with big seas of surface parking,” says Razum.
Throughout Cleveland, parking is certainly on the radar of all neighborhoods, says Razum. To that end, demand-based parking strategies have been discussed at the city level for years, but so far there hasn't been much forward momentum on this issue. However, University Circle seems to be setting the stage for creative solutions by putting more options on the table.
"We will certainly continue to explore any options in the future to improve access and connectivity -- from apps, to maps, awareness campaigns -- we are always looking to improve connectivity,” says Razum.
Christina Sturdivant lives in Washington, D.C. and writes about cultural, community and innovative trends in the city for Elevation DC and other local publications. Nationally, she has authored stories in HBCU Digest
and Diverse: Issues in Higher Education.
For more stories of ideas, innovations, and solutions in cities, follow @Issue_Media on Twitter.