Sunday, February 10th, 2013
A recent story over at Atlantic Cities got me thinking about a debate that’s heated up over the last few years: urban parking policy for churches.
Per Atlantic Cities, San Francisco has decided to start charging for metered parking on Sundays. This is starting to happen across America. In San Francisco, as in Chicago and elsewhere, the driver (no pun intended) appears to be revenue raising, plain and simple.
This has angered many attendees of local churches (who have in many cases now moved out of town and drive in for services). They seem to believe that they have a constitutional right to free parking on Sunday mornings. On the other side, of course, are bicycle advocates, who are positively gleeful. (Bicycle advocates are without a doubt the single most self-righteous advocacy group I know, which is why so many people who otherwise might support reasonable pro-bicycling policy can’t stand them).
I think a more nuanced approach should be taken, based on neighborhood conditions and creating the right incentive structures. For example, in some places across the country (San Francisco and Chicago come to mind again), it’s traditional for church goers to park even in what would otherwise be illegal spots. In general, this isn’t a problem – at least from my personal observations in Chicago. Traffic is pretty light on Sunday mornings, and it doesn’t cause any problems.
What’s more, enabling that temporary use of public space for a couple hours on a Sunday morning is exactly the sort of thing we need more of, not less. An institution like a church that has a single demand spike for parking during a generally low demand period is a great candidate for flexible uses of public space that would otherwise be underutilized. Liveable streets advocates are quick to decry the empty lanes off peak from oversized roads. So what’s the problem with putting a boulevard on a “road diet” on Sunday morning by using a lane for parking? Sounds like a winner to me. I’d be asking what other types of institutions or events could do similar things.
And consider, what will happen if churches are banned from using these spots or otherwise have to pay? Well, it depends on the neighborhood, but it’s easy to see what organizations often do when they need parking: build parking lots. Do we really want churches acquiring private off street lots that will sit empty 166 out of 168 hours per week – and generate no property taxes? It makes no sense to me. Why would we want to create incentives for people to own parking lots just because some folks hate cars? We should be going exactly the other direction. There are way too many church parking lots already if you ask me. We should be trying to cut deals with them to open that land up for development by making temporary blocks of street parking available for a couple hours on Sundays.
Now, in places where there is legitimately congestion and/or parking shortages on Sunday mornings (and San Francisco might be a case here – I don’t know for sure), implementing parking charges and restrictions would certainly be reasonable. The principal reason for allowing these church uses in the first place shouldn’t be some religious exemption per se, but rather enabling a local chronologically niche use to take advantage of underutilized public space. (Keep in mind that many other local users get truly special privileges based solely on their local presence: loading zones, valet zones, residential parking – and the latter is usually de facto free). If the space is over-subscribed, then feeding the meters to help rationalize demand is reasonable, and the churches should stop grumbling.
In short, we should be basing this on some type of rational decision process based on neighborhood conditions, setting the right overall incentives, and balancing the needs of competing uses, not pandering to churches treating illegal spots as if they were some ancient feudal right, nor sanctimonious bicyclists behaving as if a double parked car on Sunday morning is a menace to the planet or to their own self-evident status as the most perfectly entitled form of urban transport.