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Depends what we're interested in. I was thinking # cars per people might be more informative since it removes the effect of household size. But since we were discussing mimimum parking per household, perhaps cars per household are more interesting.
Quote:
Of the 64% of the households, for example, how many have more than one car?
36% of Queens car-owning households own more than one car.
Cars per household by NYC borough:
For Staten Island, a large portion of housing units are detached housing units, which almost always have off-street parking regardless of zoning rules.
Depends what we're interested in. I was thinking # cars per people might be more informative since it removes the effect of household size. But since we were discussing mimimum parking per household, perhaps cars per household are more interesting.
36% of Queens car-owning households own more than one car.
Cars per household by NYC borough:
For Staten Island, a large portion of housing units are detached housing units, which almost always have off-street parking regardless of zoning rules.
It looks like 1/unit is way too many for much of NYC. And unsurprisingly the more suburban (less dense) spots have more cars per household. It might also mean people are self selecting. No car? Manhattan. Lots of cars? Staten Island.
Clearly parking demand can vary a lot by neighborhood. And even by block!
Regional numbers are one thing. Planning for a certain district is another. Near a major employment center, a transit node, or a university it's easy to rent apartments with little or no parking in an urban-type city.
Further, new construction doesn't impact the existing inventory except for demoltion on the specfic site. If every existing apartment has a parking space but 30% of the neighborhood doesn't have cars (not including people who can't afford market rate), then there's probably a deep market for apartments without parking.
But what use is that? If you are planning for parking spaces the information provided doesn't really help.
This is why I said the question that it depends on what you are looking for. If one wants to know the probability of residential units owning zero, one, or more cars for any given area, then knowing that data would make sense.
This is why I said the question that it depends on what you are looking for. If one wants to know the probability of residential units owning zero, one, or more cars for any given area, then knowing that data would make sense.
At best it identified a percentage of households owning at least one car. Can't extrapolate number of cars, can't derive a # cars/person or per household, so what can the data indicated be used for?
It looks like 1/unit is way too many for much of NYC. And unsurprisingly the more suburban (less dense) spots have more cars per household. It might also mean people are self selecting. No car? Manhattan. Lots of cars? Staten Island.
Clearly parking demand can vary a lot by neighborhood. And even by block!
I agree that while 1 car/unit may be a good planning goal for certain parts of the country, it's unreasonable for the entire country. Just like how not everyone can use public transit, not everyone has or needs a car. It's good that planning is largely local. It seems like some jurisdictions even make parking scarce on purpose, to discourage cars in general.
I'd guess that people choose neighborhood first and number of cars second. Certainly true of the people I know in Boston. My company moved from ruralish Connecticut and the people who moved to Beacon Hill or Back Bay (fancy dense neighborhoods for those not familiar with Boston) all got rid of their cars and joined Zipcar. Those that moved to the suburbs kept their cars. People who picked Cambridge were mixed.
I'm sure there's a few people who pick Staten Island because they want to keep their car, but I'd guess most who live there do so because of price or space concerns.
It looks like 1/unit is way too many for much of NYC. And unsurprisingly the more suburban (less dense) spots have more cars per household. It might also mean people are self selecting. No car? Manhattan. Lots of cars? Staten Island.
Clearly parking demand can vary a lot by neighborhood. And even by block!
Seriously? So you're going to make regulations block by block? Wait for the developers, RE people, etc to show up at a council meeting with pitchforks! Talk about confusing. Rentals change frequently. What's true today may not be true tomorrow.
Seriously? So you're going to make regulations block by block? Wait for the developers, RE people, etc to show up at a council meeting with pitchforks! Talk about confusing. Rentals change frequently. What's true today may not be true tomorrow.
Zoning changes every few blocks in some places. I wouldn't be surprised if there's a city where parking minimums change by block in some spots. Hello, endless red tape.
Seriously? So you're going to make regulations block by block? Wait for the developers, RE people, etc to show up at a council meeting with pitchforks! Talk about confusing. Rentals change frequently. What's true today may not be true tomorrow.
Actually regulations are already done block by block, zoning and height limits are a great example of this. In downtown Portland, you can build a tower 450ft on one block, but the next one over you can only build 300ft. Heck, even some blocks, these regulations change quarter block. So yes, you can do regulations block by block if need be, though with parking requirements it would probably be more like district to district.
Well true, things can always change in the future, which is why regulations can always be changed.
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