Our
lead speaker was Michael Ford, Parking Manager from the OakDOT, our Oakland
Department of Transportation.
He held
up a copy of Don Shoup’s The High Price
of Free Parking and declared himself a proud “Shoupista” and went on to
give his presentation.
The
plan is to make the price of parking so high that there will always be spaces
available to those who can pay up. How high? Well it should be raised until
there is always about 15% of the spaces available. Ford described pulling up
and having parking available, he did not describe where the people who did not
come and park had gone.
In his
presentation our Parking Director called this process “creating parking”.
Now I
am a radical environmentalist, bike riding, Green Party activist and I strongly
believe in spending on mass transit, conversion off of fossil fuels and radical
reduction of automobile use.
I don’t
see how driving poor people out of their cars will help.
I also
don’t see how having people decide not to park here and drive to another area will
really reduce car use or help our local economy. This question was asked very
clearly and did not receive any answers.
In this
meeting we got some upsetting news. To start with they handed out a survey
results on parking situation in Temescal as they describe it. The map showed
that the survey applied to upper Telegraph, the back streets going towards the
freeway and one block east into the residential areas east of the commercial
strip. It was basically a circle around the business strips and the residential
areas that could be used for business parking. Our neighborhoods were “out
there”, not surveyed.
One
nearby resident took a quick glance at the map and declared it to be inaccurate
even in the limited area it covered, in which this resident lives. That, at
least, was acknowledged. We got the normal disclaimer that the information on
the map is dated (only five years) and “everything” is so different now and
before we do anything we need to do a new study …..
According
to Mr. Ford he has to balance the parking for three groups:
1 Commuters,
2 Business clientele and
3 Residents.
1 Commuters,
2 Business clientele and
3 Residents.
After
saying that he went on to describe a situation that went about 75% restaurant
and shop clients and 25% residents and when it came to talking about what can
be done for the people who work here, we talked about something done in another
neighborhood as maybe a good example.
For the
business clients, the only thing put forward was raising the prices of parking
where it is already over filled. “Price mechanism” was the euphemism and
details were scarce. What was clear is that they plan to implement this kind of
different price schemes in downtown Oakland first.
Temescal
is on the list as being next because they have a “history”, meaning the study
that led to the map that they were handing out.
For the
residents there was only the suggestion that people get neighborhood restricted
permitted parking.
And
again, for the people who work in our thriving restaurant and shop district,
not one practical thing was offered.
By
creating parking we did not mean any space that was not parking before becoming
parking now. We were not talking about the new construction all over our area putting
more cars off the street.
We mean
driving client cars out of the commercial district using high prices and we
mean driving employee cars out of the neighborhoods with residential permits.
Then
Ford went on to wax poetic and revel in the irony that the City Charter clearly
states that parking enforcement dollars should go to pay for parking
structures. He seemed to be bemused by the fact that this is not getting done.
One of
the local property owners has already let this crowd know that as a private
developer he cannot get a loan for a private parking structure as long as there
is free parking nearby, and by that we mean the free parking lot between Walgreen’s
and the Post Office in that plaza at Telegraph and 49th. Our BID
board president made this point seeking some kind of engagement of the
issue.
There
was no discussion of seeking a resolution of either of these roadblocks so we
have an area going high rise without a parking structure even being considered
anywhere in the district.
What
was offered, some by Ford, and some by attendees, was reasons why other people
should not own their own car. There was some ugly stuff about people who leave
their cars in the area for a long time and never drive them. Michael Ford told
his own disdain story about a woman who wanted to start a residential street
parking program near her new home in the MacArthur Transit Village and had two
cars; one she keeps in the space provided, and the other she needs for work.
Now
there is part of me that thinks it fine if people are using their cars less and
taking transit and I did not hear of any plan to help them have a place to
leave that car behind. The practical message was to either own an off street
space, or sell your car.
We got
a lecture about the cost of ownership of a car, as if people don’t know what
their most expensive possession other than a home means to their budget. Others
asked about workers who cannot afford the time to take transit because they
need to get to do things like pick their kids up from school where there is no
transit or go home where there is poor transit.
Nothing
they answered seemed to have any practical value to me. This meeting left me
with nothing I could say to a local employee that might sound like a practical
solution getting to or from work with or without their car.
We
heard a lot about how the plans were going to be flexible, and that there were
twenty different things that the parking policy could do for us, but when the
discussion became specific the plan was clearly always going back to raising
parking meter costs, expanding metered parking zones, maybe putting in residential
parking permit areas and then do more studies to do the same in other areas,
ours included.
This is
where I drilled in on the other OakDOT representative, Danielle Dai.
She was
talking about these studies and I asked about the danger of asking questions
that bring about a foregone conclusion and always come up with higher priced
parking meters as an answer. So I wanted to know about the methodology. Have we
done a census of the local business employees? (Not just count cars on the
street). Will they survey residents on what their needs are and how they could
be better served with parking rules?
After
some very common waffling I asked her point blank if the OakDOT had the
resources to do the kind of studies that they really needed to re-engineer our
parking and traffic and the answer was a clear no.
“No” is
also the answer to the question “Is there going to be any more parking?”
“No”
would also be the answer to the question: “Is there an overall plan?”
There
is no comprehensive plan. What we have is different groups pushing around
public property, bits and pieces of transit and the odd ad hoc arraignment as
if each action was some determinant influence over a market mechanism that will
sort things out for us.
We know
that plan. That is the plan that usually hurts those with the least money.
The
only mention of more and better transit was the extension of the bike path and
the B Bus. That the B Bus ever started without connecting the train station to
BART or filling in the difference between BART stations, combined with neglecting
the Grand Lake area, kind of makes one ask “what problem they are trying to
solve”? Have they heard of Emeryville? They have a shuttle and one line runs
from Amtrak to BART.
Others
asked more questions about the spate of new housing going in all around us and
we got another set of philosophical answers justifying insufficient parking in
those new buildings. Most of the answers were about how people in these new
buildings should adopt a new lifestyle, and there was no clear idea if these
new, affluent residents would actually forego car ownership or what that
actually should look like. Will a sufficient number of our new residents not
own a car to make it work or will they end up using more of the already
overcrowded street? Was not owning a car a requirement for anyone moving in?
Again
there was little to nothing said about those who might make less use of their
car and instead ride a bike or take transit, such as myself. Where are we
supposed to leave our cars behind? Since I own a shop large enough to park that
car off the street, I can do that without having to deal with the street
sweeping, broken car window break-ins and predatory parking tickets in front of
my home.
I rode
my bike back from this meeting knowing that I can do so because of my social privilege,
feeling that the parking plans will cause more hardship among the people who
live and work here and drive potential clients away from local businesses.
