Berkeley’s New (but outdated) Data-Free, Developer-Driven Anti-Parking Rules
On January 26, the Berkeley council unanimously approved a “parking reform package” that drastically reduced the requirements for parking in most new housing projects. The lot was sold as a transformative twofer that would induce a “mode shift”—plannerese for getting people out of their cars and on to bikes, public transit, and their own two feet—thereby reducing greenhouse gas emissions; and at the same time expedite affordable housing.
The item originated as a 2015 referral from Councilmember Lori Droste. On January 27, Droste tweeted: “It is a thrilling day for climate action and affordability in our city.”
That remains to be seen. What can be said with certainty right now is that it was a moderately thrilling day for housing developers. Onsite (off-street) parking is expensive to build. The council eliminated parking minimums in all new housing projects except in the H (Hills) and ES-R (Environmental Safety-Residential, i.e., wildfire) Districts and the enactment of provisional parking maximums in transit-rich areas of the city. Provisional, because a developer can ask for permission to exceed the maximums. As Droste put it: “We’re not banning parking, we’re just not requiring people to build parking if they don’t need it.” The operative term here is the antecedent of “they”: I take it to be “developers.” In other words, this is developer-driven policy.
It can also be said with certainty that January 26 was not a thrilling day for data-driven decisionmaking. The council approved the changes with scant evidence that they would get people to drive less and no evidence whatsoever that they would lower the cost of housing.
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