Tag Archives: streetscape

The ongoing parking issues at American colleges and universities

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New policies about class scheduling at the University of Utah have touched on an important issue for many campuses: parking.

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Debates about parking, of course, have long been frequent and contentious on college campuses. Clark Kerr, who led the University of California system in the 1950s and ’60s, once described colleges as “a series of individual faculty entrepreneurs held together by a common grievance over parking.”

At Utah, an online petition that has received over 7,000 signatures says that “parking congestion is undeniably a concern that needs addressing, but the solution should not compromise educational quality or student well-being.”

The university, which has 36,881 students and 18,300 full- and part-time employees on the main campus, had a combined 9,314 parking spots in 2024, according to commuter-services data. But the ratio of parking spots to parking permits sold is not one to one. Knowing that not all permit owners will park on campus at the same time, the university sells more permits than they have spots, which aggravates many students. For example, though the campus last year had 5,843 parking spots in “U” spaces that are farther from campus, it sold over 12,000 permits for those spaces, at a price of $345 for the year.

Still, the lots are never at full capacity, said Collin Simmons, executive director of auxiliary services. While spaces in the “A” lots, near the center of campus, are usually full every day, spots can be found on the outskirts of campus, or within a 10- to 15-minute walk to the campus’ center, he said. But these spots can also be scarce, especially between 10 a.m. and just before 2 p.m., when fewer than 10 percent of the U spots are available, leaving parking-permit owners to circle the lots across campus before they can find a spot.

Americans like to drive. So it should not be a surprise that they also like to drive to school campuses. This includes employees who commute to college campuses but also students who may live on or off-campus and want easier access to college buildings.

The description above from one university suggests this is a complex issue to address. I wonder if what every driver wants is this: a close parking spot to where they want to go with little to no cost to the driver. Why should I inconvenienced in reaching my on-campus work or activity?

To provide everyone a great parking spot every time comes with costs. How much does it cost to build and maintain parking lots and structures? A better parking spot for all might cost drivers more money. Would it be worth it? How much land on campus should be devoted to this purpose as opposed to other competing land uses? Colleges have numerous kinds of buildings and landscapes to build and maintain and space can be at a premium for many institutions.

Imagine a different kind of university: all the lower floors of the major buildings are large parking garages. Everyone can park underneath offices, classrooms, dining halls, recreational facilities. While this might get people a parking spot, does it then eliminate the streetscape? Many colleges and universities like to portray a bucolic image of ambling through green trees and lawns surrounded by traditional buildings that look like learning and knowledge.

Not discussed in the case above is whether the University of Utah has alternatives to driving. How many students can or do walk or bike to class? Is there viable mass transit available?

“Dark stores” arrive on the urban landscape

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The brick and mortar retail establishment has a new member popping up across communities: “dark stores.”

Photo by Meruyert Gonullu on Pexels.com

These ghost storefronts—often called “dark stores”—are warehouses in all but name, yet they look markedly different from the gargantuan spaces where older online grocery companies like FreshDirect store their goods. Traditional warehouses are zoned to regions outside of commercial districts, meaning they will be set apart from areas with lots of walking traffic. Dark stores are located in retail storefronts on main streets, near the heart of busy neighborhoods, but they serve only ecommerce customers. And they’ve gone from a niche phenomenon discussed largely in retail industry circles to a feature of major American cities.

The rise of dark stores directly parallels the acceleration of ecommerce as a whole, especially in the grocery industry. Online sales represented 13 percent of all grocery spending in 2021, a new high, and dark stores are designed to make the delivery process smoother…

Dark stores—sprouting up in former butcher shops, convenience stores, gyms, and mattress retailers—are taking up spaces once designed to be open to the public. That shift from far-flung warehouses to accessible retail storefronts has city planners on edge. Because dark stores sit at the confusing intersection of being technically occupied, but functionally empty, they risk entrenching the worst impacts that vacant real estate can have on a community.

The fear is that dark stores, like vacant storefronts, could puncture a hole in the social landscape of a neighborhood. Vacant storefronts are bad for cities. When there are a lot of them in a tight vicinity, they mean that fewer people will walk down the street, and fewer connections between neighbors will happen. “Having people out on the street increases public safety, because more people see things that are happening,” said Noel Hidalgo, executive director of BetaNYC. “That level of social engagement makes cities safer and makes places safer.” Accordingly, neighborhoods with high numbers of vacant storefronts see increased crime rates, fire risks, and rodent activity.

I wonder how municipalities will respond to this because of the revenues such dark stores might generate. It is one thing if other retailers or businesses want to use these spaces. But, if dark stores are occupying commercial space and generating money through paying property taxes and sales taxes plus adding jobs, will they be as concerned about the social fabric? It can be difficult to fill vacant commercial properties, particularly spaces like grocery stores.

So out of the concerns expressed above, I could imagine cities limiting the number or density of dark stores within different kinds of zoning. Or, what if there was a whole block of dark stores and then none for a decent distance from there? If e-commerce is here to stay and needs to be close to those who order, perhaps warehouse districts need to be spread throughout communities at regular intervals or near transportation hubs.