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The Problems and Possibilities of Parking Highlights of the latest issue of the Lewis Center’s ACCESS magazine

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By John A. Mathews

The UCLA Luskin School of Public Affairs brings you a special edition of ACCESS dedicated to the most controversial topic in transportation: parking. Parking invokes immediate emotional responses. We experience joy when a stranger gives us his or her parking spot and rage when someone steals a space we waited 20 minutes for. And what better thrill is there than running to your car to feed the meter just in time to avoid a ticket?

The issues surrounding parking, however, go beyond our immediate reactions. Parking takes up valuable space that could go to better use. It can cause congestion and inflict additional costs on people who can’t even afford to own cars. But parking can also bring social benefits to a community. In this issue, ACCESS explores the good, the bad and the ugly of parking.

Parking as far as the eye can see

Whether you’re building a bar, a hair salon, or a zoo, you will have to build parking spaces to go with it. Now, after decades of development under excessive minimum parking requirements, parking dominates our cities. But how much parking is there really?

In their article, “Do Cities Have Too Much Parking?” Andrew Fraser, Mikhail Chester, Juan Matute and Ram Pendyala explore the distribution of parking in Los Angeles County and how the county’s parking infrastructure evolved over time. The authors found that, as of 2010, Los Angeles County had 18.6 million parking spaces. This amounts to more than 200 square miles of parking, or 14 percent of the county’s incorporated land area. So now the question is: Do we really need all of this parking?

Fraser is a postdoctoral researcher in Civil, Environmental and Sustainable Engineering at Arizona State University. Chester is associate professor in Civil, Environmental and Sustainable Engineering at Arizona State University. Matute is associate director of the Lewis Center and the Institute of Transportation Studies at UCLA’s Luskin School of Public Affairs. Pendyala is a professor of Civil, Environmental and Sustainable Engineering at Arizona State University.

Keeping people from cruising

One possible solution to cruising for parking comes in the form of performance-based pricing, where the rate at the parking meter changes based on demand. The theory is that, with the right price, there will always be one or two empty spaces for drivers to park. Drivers can then park sooner instead of cruising for parking over longer distances, causing additional congestion. But do performance-based pricing programs actually help reduce cruising?

In “Cruising for Parking: Lessons from San Francisco,” Adam Millard-Ball, Rachel Weinberger and Robert Hampshire evaluate whether SFpark, San Francisco’s performance-based pricing initiative, actually reduced cruising. By simulating parking occupancy using parking sensor data, block length, and the probability that a block is full, the authors were able to conclude that SFpark did indeed work. The average cruising distance fell by 50 percent, but people don’t cruise as far as they think.

Millard-Ball is assistant professor in the Environmental Studies Department at UC Santa Cruz. Weinberger is a transportation consultant based in New York City. Hampshire is assistant research professor in the Transportation Research Group at the University of Michigan.

Parking theories versus parking practice

The idea is simple: Charge more for parking and you should get more open parking spaces. Charge less for parking and parking spaces should fill up. But does this theory play out in the real world?

In their article, “Market-Priced Parking in Theory and Practice,” Michael Manville and Daniel Chatman evaluate how San Francisco’s market-priced parking program affected parking occupancy and cruising. They found that, when parking prices rose on a block, the block’s “average occupancy rate” for parking fell. The problem, however, is that drivers look for vacant parking spaces, not average occupancy rates. The longer the time included in average parking occupancy rates, the more misleading they can be.

Manville is assistant professor in the Department of Urban Planning at UCLA’s Luskin School of Public Affairs. Chatman is associate professor in the Department of City and Regional Planning at the UC Berkeley.

Making do with less

When you’re in a crowded parking lot trying to get in some holiday shopping, you might think there’s not enough parking. But if you drive around that same parking lot after hours, you can see the vast waste of space that occurs daily.

In his latest article, “Parking Management for Smart Growth,” Rick Willson asks how we can transition from too much parking to a more efficient use of a smaller parking supply. He argues that transportation demand management can reduce parking demand by encouraging drivers to carpool, walk, bike, or take public transit. Parking management strategies can further reduce the number of parking spaces needed through increased space efficiency. The use of sensors and sophisticated pricing meters can ensure open parking spots and help drivers find them.

Willson is professor of Urban and Regional Planning at Cal Poly Pomona, and a Fellow of the American Institute of Certified Planners.

London changes its parking requirements

Do we build so much parking because it’s needed or because it’s required? Parking theorists say that the market would provide fewer parking spaces if parking requirements did not exist. The evidence of this has been inconclusive, however, until now.

In his article, “From Parking Minimums to Parking Maximums in London,” Zhan Guo evaluates what happened after London reversed its parking requirements in 2004. The city removed the previous minimum parking requirements and instead adopted new maximum requirements for all metropolitan developments. What’s interesting is that the new maximum parking limits were often lower than the previous minimum requirements. What’s even more interesting is that most developments provided far less than the maximum limit allowed. This means that, with the previous minimum parking requirements, London was requiring far more parking than the market demanded.

Guo is associate professor of Urban Planning and Transportation Policy at the Wagner School of Public Service, New York University.

Parking: the new beachfront property

Many commercial areas have implemented Parking Benefit Districts that spend meter revenue for public services in the metered areas. But can Parking Benefit Districts work in purely residential neighborhoods as well?

In his article, “Parking Benefit Districts,” Donald Shoup argues that a residential Parking Benefit District can manage on-street parking and provide a neighborhood with revenue to clean and repair sidewalks, plant trees, and remove grime from subway stations. He also argues that residential Parking Benefit Districts can help unbundle the cost of parking from the cost of housing to create more affordable housing. If cities manage their curb parking as valuable real estate, they can stop subsidizing cars, congestion, pollution, and carbon emissions, and instead provide better public services and more affordable housing.

Shoup is editor of ACCESS and Distinguished Professor of Urban Planning in UCLA’s Luskin School of Public Affairs.

Luskin Center sets out to make L.A. a greener place to live, work The Luskin Center for Innovation has set a goal to produce research that will help Los Angeles become more environmentally sustainable

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By Cynthia Lee

Green power. Solar energy incentives. Renewable energy. Smart water systems. Planning for climate change. Clean tech in L.A. For the next three years, the UCLA Luskin Center for Innovation has set an ambitious goal to produce research that will help Los Angeles and state and federal agencies reach the Holy Grail of environmental sustainability.

Five Luskin scholars are working on initiatives that could change how residents, businesses, industries and government meet the challenge of living more sustainably. The Luskin center is carrying out a mission that was broadly outlined by Chancellor Gene Block in his inaugural address on May 13, 2008: to marshal the university’s intellectual resources campuswide and work toward intense civic engagement to solve vexing local and regional problems. “I believe that UCLA can have its greatest impact by focusing its expertise from across the campus to comprehensively address problems that plague Los Angeles,” the chancellor told an audience in Royce Hall.

With an agenda packed with six hefty research initiatives, the center is diving into that task under the leadership of its new director, J.R. DeShazo, an environmental economist and associate professor of public policy who also heads the Lewis Center for Regional Policy Studies. DeShazo took the reins in October when the center moved from the Chancellor’s Office to the School of Public Affairs, a move that took advantage of the school’s outward orientation. “It’s focused on policy solutions, so this is a natural place for us to grow,” DeShazo said. “But even though the center is located here, we’re very cross-disciplinary. We have researchers from chemistry, public health, engineering, the Anderson management school, the Institute of the Environment (IoE) and public policy.”

The five scholars working on the six initiatives are DeShazo; Yoram Cohen, an engineering professor and director of the Water Technology Research Center; Magali Delmas, professor of management and the IoE; Hilary Godwin, professor of environmental health sciences; and Matt Kahn, professor of economics in the departments of Economics and Public Policy and IoE. “We started off by identifying problems that our community is facing and that it can’t solve,” DeShazo said. Then, they asked two questions: “Does UCLA have the research capacity to address this deficit? And can we find a civic partner who can make use of this new knowledge?” Proposals were prioritized by a 16-member advisory board with a broad representation of business and nonprofit executives, elected officials and a media expert. Among the high-profile board members are State Senators Carol Liu and Fran Pavley; Mary Nichols, chairman of the California Air Resources Board; Los Angeles Council President Eric Garcetti and Controller Wendy Greuel; Assemblymember Mike Feuer; John Mack, chairman of the Police Commission; and William Ouchi, professor of the Anderson School and chairman of the Riordan Programs.

“We take our research ideas and develop real-world solutions that can be passed on to a civic partner with whom we can engage and support,” DeShazo said. “We let them carry through with the politics of policy reform as well as the implementation. We don’t get involved in advocacy.” An array of local green research DeShazo recently completed Luskin’s first initiative with his research on designing a solar energy program for L.A. that would minimize costs to ratepayers. His research – the basis of Mayor Antonio Villaraigosa’s new energy policy – proposes a solar feed-in tariff that would help everyone from homeowners and nonprofits to commercial property owners buy solar panels and be able to sell their solar energy to utility companies for a small profit.

Other Luskin research initiatives involve creating smart water systems for Southern California with water reclamation, treatment and reuse (UCLA researcher Cohen will work in partnership with the Metropolitan Water District); helping local governments plan for climate change (DeShazo with the California Air Resources Board and the Southern California Association of Governments); and reducing toxic exposures to nanomaterials in California (Godwin with the National Institute of Occupational Safety and Health.) In another initiative in partnership with the Mayor’s Office and the California Air Resources Board, researchers are compiling a database of jobs created by clean tech activities in L.A. County and will document best practices that other cities have used to attract and support clean tech development. Luskin’s Kahn is working with the Sacramento Municipal Utility District to pinpoint what determines how much electricity is used by residential and commercial consumers and how the district can market its major green energy programs to increase participation.

Finally, Delmas is looking into whether the Green Business Certification Program approved recently by the City Council will reduce the overall carbon footprint of small businesses. The program offers incentives and assistance to small business owners in L.A. to become more efficient and less wasteful in their everyday practices. Those businesses that meet certain “green” criteria will be certified as being environmentally friendly. Her partner in this venture is the Los Angeles Department of Water and Power.