[Ebbc-Talk] Why Bike Parking Spots Outnumber Car Spots In Some New Developments: LAist

> Sonny Astani, a developer in L.A., told the Los Angeles Business Journal(=
subscription only) that because of the new law, he was able to save more th=
an $3 million by being able to cut down 110 of the legally-required car par=
king spaces. He ended up building 744 bike parking spaces along with his 59=
5 car parking spaces.
> =

http://laist.com/2013/10/16/cyclists_rejoice_how_the_bike_parki.php

Los Angeles is taking more steps toward being a bicycle-friendly city. In t=
he past few months, we have had a chance to see how the new ordinance requi=
ring more places for bikes to park is making a difference in new developmen=
ts across the city. The new ordinance, which the city passed in January, re=
quires developers to build bicycle parking spots for most residential and c=
ommercial buildings in Los Angeles. In some cases, the numbers of new parki=
ng spaces for bikes=97and the shrinking number of car spots=97is astounding.
Sonny Astani, a developer in L.A., told the Los Angeles Business Journal (s=
ubscription only) that because of the new law, he was able to save more tha=
n $3 million by being able to cut down 110 of the legally-required car park=
ing spaces. He ended up building 744 bike parking spaces along with his 595=
 car parking spaces.

Developers say that they're only too happy to add more bike spaces because =
it saves them from having to create pricey and more space-intensive parking=
 spots for cars. They can cut down on car parking spaces by 10 percent to 3=
0 percent. The Los Angeles Business Journal reports:

With the cost of underground parking running to about $40,000 a space, thos=
e savings can be significant.

"In general, subterranean parking in an urban infill development is a costl=
y situation," said Hamid Behdad, president of consulting firm Central City =
Development Group. "The deeper in the ground you go, the more expensive it =
gets. But, ultimately, the market dictates what the requirements are."

It's not just affecting completely new developments. We'll even start seein=
g changes in historic landmarks like the Hollywood Palladium. Their develop=
ers plan on adding two more structures to it, and in doing so, plan on buil=
ding 820 bicycle stalls pursuant to the ordinance, as referenced in their I=
nitial Study report.

However, there are some naysayers. Some believe this law helps developers u=
ndermine the car parking requirements. =93One bike space per unit is very s=
tupid--they=92re never going to be used, especially in Los Angeles," Develo=
per Barry Shy told the Los Angeles Business Journal. "Maybe 20 percent of t=
enants will have bikes."

A majority of developers weren't exactly enthused with the ordinance when i=
t was put in effect in March. Among the many requirements included restaura=
nt developers having to build one short-term bike parking spot and one enca=
sed, long-term one for every 2,000 square feet. In some commercial building=
s, developers are required to even provide showers and lockers for employee=
s who ride bikes to work.

Those in favor of the ordinance are hoping that providing Angelenos with mo=
re options for bicycle parking will hopefully take the city towards fulfill=
ing the goal of becoming more transit-oriented.

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