Tag Archives: Montreal

Bylaws that require parking drive up costs of housing

While climate disturbances wreak growing havoc across the planet, Canadian cities continue to mandate pro-car measures that drive-up housing costs and contribute to global warming. Even the most walkable, bike-able and mass transit oriented neighbourhoods still require parking spots to be built in new residences.Finally, last week downtown Montréal eliminated parking requirements for new residential projects. Going forward developers in the Ville-Marie borough will no longer be forced to build a certain number of parking spots per new unit.

Across the country zoning laws require residential and commercial buildings to secure a certain number of spots based upon the number of dwellings or square feet of space. The city website explains that “Edmonton’s Zoning Bylaw requires new developments, including homes, schools, offices and stores, to provide a minimum number of off-street parking spaces.”

Toronto’s website has a detailed list of parking requirements based upon various criteria. Per residential unit, Toronto usually requires between 1 and 1.4 parking spots while it’s between 1.15 and 1.95 spaces in Mississauga.

Unlike most zoning ordinances that simply prohibit something, parking requirements are coercive: They tell developers exactly what to do.Cities don’t ban the construction of apartments with one bedroom or bathroom but some ban the construction of apartments with only one parking spot.

Converting buildings to different uses can be difficult in places with substantial parking requirements. Sometimes a new business simply cannot move into a building that formerly housed an operation with lower parking requirements without adding more spaces (or obtaining a variance).

Extensive parking requirements have reduced many architects to designing buildings around parking laws. “Form follows parking requirements,” laments Donald Shoup author of The High Cost of Free Parking. A 2017 Corporate Knights article notes, “Ottawa’s Hintonburg and the Glebe or Toronto’s Kensington Market and Yorkville would never be built today. These special places were developed before current parking standards came into effect.”

Since all units, irrespective of size, are generally required to have a parking spot, apartments have become larger and more expensive.No matter the size, Mississauga requires 1.15 spaces per (human) housing unit downtown, which acts “as a disincentive to build smaller, affordable units.”The financial and logistical burden created by parking requirements has restricted the rooming supply. “Zoning requires a home for every car, but ignores homeless people,” writes Shoup. “By increasing the cost of housing, parking requirements make the real homelessness problem even worse.”(It generally costs $40,000 to $60,000to build an underground parking space in downtown Toronto while a surface spot in a low-density area can be built for as little as $2,000 to $8,000.)

Most significantly parking requirements spur private car travel.Parking and car travel are mutually reinforcing; more parking means more car travel and more car travel means increased demand for yet more parking.

Sometimes zoning requirements mandate commercial and office spaces provide a certain amount of free parking.Even when zoning laws don’t mandate free parking, the saturated “market” creates an expectation that parking will be free. Would there be any need for parking requirements if people were willing to pay? Wouldn’t profit-oriented businesses sell as much parking as they could charge for?

The right to affordable housing must be prioritized over the “need” for parking.  Progressives currently running for positions in city governments across the country – Saron Gebresellassi, Derrick O’Keefe, Jeremy Loveday, etc. – should take up an issue that drives up housing costs while increasing private auto use. Let’s build cheaper housing, more liveable cities and a healthier environment by ending parking requirements in city bylaws! That should be a slogan all sensible people can rally around.

Comments Off on Bylaws that require parking drive up costs of housing

Filed under Stop Signs

We have an addiction problem — cars

I often read troubling reports about the world’s unfolding climate catastrophe while working at McGill, but, ironically, steps from the university library I am reminded of Montréal’s unwillingness to make the changes required to avoid civilizational collapse.

During recent construction on Sherbrooke Street police have been stationed on corners near the university to direct traffic. Since three of the streets don’t continue north most of what the police do is hold up pedestrians seeking to cross Sherbrooke while cars roll slowly by. Why not close the street to vehicle traffic? It would save on police costs while speeding construction and pedestrian travel. But of course, closing part of Sherbrooke to cars during construction would further inconvenience the drivers of private automobiles, who seem to believe they have a “right” to travel around the city spewing greenhouse gases, damn the planetary consequences.

The reality is our municipal, provincial and federal governments remain enthralled to private automobility regardless of the climate consequences.

The evidence, large and small, is so ubiquitous we no longer notice:

  • Across from Complexe Guy-Favreau a metal barrier was recently installed over two blocks on René Lévesque. The presumed objective of this “highway-ization” of downtown is to stop pesky pedestrians from crossing halfway down the street.
  • In 2014 the various levels of government coughed up over 150 million dollars to host 10 years of Grand Prix car celebrations.
  • A recent directive from the Health Ministry substantially expands free parking at Quebec hospitals.
  • Last month Premier Philippe Couillard announced plans to extend Highway 19 north of the city and to widen Highway 50 from Gatineau to Montreal.
  • Last month’s provincial budget included $5 billion over two years in road repairs.
  • The provincial government is also ploughing over $3 billion into the Turcot Interchange.

Last year the Trudeau government axed the planned toll on the Champlain Bridge, which the federal government is rebuilding at a projected cost of over $4 billion. According to a government supposedly concerned about climate change, people have a “God-given right” to take their 3,000 pounds of metal 10, 30, 50, or 100 km a day (often solo) into the city without paying any direct road costs.

As climate science warns us of impending disaster, the Montréal region gained 200,000 new cars over the past five years. With 3.4 million people of driving age, greater Montreal’s car stock is on pace to reach 3 million next year.

The truth is automobiles are a major source of Canada’s extremely high per capita carbon emissions. Transport represents 40 percent of Montréal’s Greenhouse Gas Emissions and it is growing while emissions from other sectors decline. Between 1990 and 2013 GHG’s from the city’s road network increased 16-per-cent while emissions from homes dropped 45 per cent.

Our city is a microcosm of the continent and increasingly much of the world. Last year North American gasoline consumption reached its highest level ever and countries around the world are adopting North-American-style auto infrastructure.

Montréal’s unwillingness to save money, while speeding construction and pedestrian travel near McGill may be a relatively insignificant matter, but it reflects the continued dominance of automobility. In the current political culture many find it easier to imagine the collapse of civilization than the replacement of a transportation and urban planning system based on private cars.

What will our children and grandchildren think of us?

Comments Off on We have an addiction problem — cars

Filed under Stop Signs