COMMENT OF THE DAY: HOW TO MAKE YOUR NEIGHBORHOOD’S NEW STRIP CENTER MORE PEDESTRIAN-FRIENDLY
“Just walk around to the other side and pretend that’s the front. Then the parking lot will be in the back! A walkable solution!” [Memebag, commenting on The Strip Center with Offices Above Planned for the Corner of Chimney Rock and San Felipe] Site plan of Shops at Tanglewood proposed for San Felipe St. at Chimney Rock Rd.: Edge Realty
COMMENT OF THE DAY: WE TRIED THAT NO PARKING REQUIREMENTS THING BEFORE, IN AVONDALE “The urban fantasists who don’t believe in minimum parking should school themselves on the economic concept of the free rider and the common law concept of nuisance. They should also research a little of the history behind Houston minimum parking requirements. These regs did not emerge in a vacuum.
I lived in Avondale, in Montrose, during the nineties, when it was home to no less than nine bars, multiple restaurants, and other adult businesses, all without parking and no parking requirements. Houston minimum parking requirements arose because of what was going on in Avondale and a few other neighborhoods inside the Loop.
The patrons of these bars and restaurants did not and still do not live within Avondale. They all drove to Avondale because there was and is still no other way to get there. The bar owners did not provide parking, choosing instead to impose the costs of their patron parking on the city and the residents of Avondale (free rider). The patrons parked, imbibed, and then proceeded to be drunken asses all night disturbing the peace of the neighborhood (nuisance).
Forcing the business owner to bear the costs of patron parking shifts the costs back to the business which benefits from the patronage. It is a reasonable requirement. It also alleviates the nuisance issue by keeping the drunks off the property of other businesses and residences.” [Jardinero1, commenting on Comment of the Day: What Parking Requirements for Bars Really Encourage] Illustration: Lulu
COMMENT OF THE DAY: WHAT PARKING REQUIREMENTS FOR BARS REALLY ENCOURAGE “Uggh . . . Every thread on here, or nextdoor, etc., about a new bar or restaurant attracts an inevitable ‘where will all these people park?‘ comment.
Why do people feel the need to drive to this bar, and the others in the vicinity? Because our obsession with parking requires every bar or restaurant to dedicate 3/4 of their land area to machinery storage, making everything so far apart you can’t walk anywhere.
Wouldn’t it make more sense to PROHIBIT bars from having parking lots, instead? Why does our city REQUIRE bar operators to subsidize one of the most dangerous and reckless activities people regularly engage in — drinking and driving — by forcing bars to provide parking for their patrons? Wouldn’t you rather the bars in your neighborhood made it as difficult as possible for people to drive there, and take an Uber instead?
Let’s keep the drunks off our streets: Zero out the parking minimum on any establishment with an on-premise liquor license.” [Angostura, commenting on The Up-Scaled Bungalow Bar Now Puffing Up in Shady Acres Across from Cedar Creek] Illustration: Lulu
COMMENT OF THE DAY: PARKING REQUIREMENTS FOR SELF-PARKING CARS “I think the live load requirements for a parking structure are actually a little higher than a residential building, but the bigger misconception is that shared autonomous cars don’t need to park. The fleet of autonomous cars will have to be sized to meet peak demand, which happens for a few hours in the morning and a few in the afternoon. Outside of those hours, a large proportion of the fleet will need to be stored somewhere.
Overnight, that somewhere can be a non-central location, since presumably many people will still live in suburbs. But during the day, surplus vehicles will be most efficiently stored somewhere close to where their passengers will be in the afternoon.
The real advantage is that the car storage won’t have to be so closely tied to the destination, so a parking structure every few blocks should be adequate, rather than each building needing its own dedicated (usually surface) parking. It’s more likely that this garage will stay a garage, but nearby surface lots can be developed into actual buildings.” [Angostura, commenting on How To Design a Parking Garage That Won’t Become Useless Once Cars Get Restless] Illustration: Lulu
HOW TO DESIGN A PARKING GARAGE THAT WON’T BECOME USELESS ONCE CARS GET RESTLESS The best way to make sure parking garages don’t become obsolete heaps of concrete once cars figure out better things to do with their time when drivers aren’t using them is to build structures that have flat floorplates and more headroom, Gensler’s Peter Merwin tells reporter Kyle Hagerty: “Any future use will require level ground rather than the steep slopes typical to garages, so designing flat floors on every level is critical. To convert to residential, developers need a minimum 11-foot floor-to-floor height. That allows designers to properly core the infrastructure and build out the space.” Merwin, who works in Gensler’s Houston office, is guiding the design of the proposed Fairview District Garage at Fairview and Genesee streets in Montrose. His ideal future-proofing floor-to-floor dimension for garages as we approach the age of the driverless car? 15 ft. “That opens up the option to convert each floor into lofts, residential, retail or office. Another added benefit is that in the event you need more parking, not less, you can convert a 15-foot level into a double stacking parking floor like those in operation in many dense metros.” [Bisnow] Rendering of Fairview District Garage: Gensler
Another potential future target in
striking walking range of that 542-space parking lot Lovett Commercial looks to be planning at Center and Silver streets: the color-splashed warehouse redo sketched out above, as seen in another of the company’s current leasing fliers. This one is for a facelift of the 1970s building former occupied by Mass Electric Construction Company at 1201 Oliver St., a few blocks west down the railroad tracks past Sawyer St. Clustered nearby are a fair number of other Lovett-affiliated developments (including some of the artsy hubbub between Sawyer and Silver).
Renderings and site plans suggest a cidery could be taking over the west end of the building — the flier includes a north-is-down look at plans for splitting up the space, including a cutout for a breezeway:
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Wash Ave Sketch
The paved lot now being marketed as 1818 Washington Ave. (across Silver St. from that recently recolonized cluster of ex-nightclub buildings, and bookended to the east by the former bakery now housing B&B Butchers) appears to be marked for some higher purposes, per recently released leasing materials for the property. Plans on Lovett Commercial’s flier for the site show 2 structures (rendered above as things might look from Washington Ave., facing toward Tacodeli) that pretty much fill up the whole piece of land — but fear not, parking-requirement hawks! The land directly north of the property, a 2-block elongated space nestled mostly between Center St. and a stretch of Union Pacific railroad, is marked up to become a 4-plus-acre surface lot, with room for 542 cars or so; that’d likely more than make up for the parking spaces that B&B would lose, too.
That’s the apparent plan for now, anyway — the flier does point out that some kind of garage structure is probably on the table for later on. As for the yet-unbuilt spaces for lease: The site plans show an L-shaped 2-story building, plus a smaller, squatter freestanding restaurant space tucked back along the corner of Silver and Center. The larger structure has spots marked off for a couple of upstairs patios, as well as office use:
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The more-or-less repeating window patterns on the backs of the Buffalo Manor townhomes are currently on display as digging continues at 9339 Buffalo Spwdy. this week. That’s where Dallas-based developer Tradition Senior Living is setting up a 316-unit facility (about a quarter mile from the other senior living facility planned in the area, though this one doesn’t seem to have gotten a sharp-toothed cartoon avatar). All that dirt, once scooped, appears to be slated for a U-shaped mound on the segment of the irregularly-shaped property that reaches toward Main St., if this diagram of the site spotted by a reader is still up to date:
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Playing in the Dirt in Westridge
A double-decker strip center appears to be planned for 307 Westheimer Rd., which for just shy of 5 decades has been home to Avondale Italian restaurant and house-with-a-tree-in-it Michaelangelo’s. Michaelangelo’s, Inc., sold the property in March to an entity tied to the CEO of Habitat Construction, and a 2,000-sq.-ft. space in the proposed replacement building is currently for lease. Renderings for the strip label the over-the-edge top floor as set aside for a fitness business, and call for a restaurant to take over most of the street level (noting that another tenant has already staked out a small section of the ground floor floorplan):
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Rising Above Parking Requirements
COMMENT OF THE DAY: HOUSTONIANS WOULDN’T KNOW DENSITY IF IT PARKED RIGHT IN FRONT OF THEM “This is exactly what happens in every dense city. If you go to Brooklyn, you will see cars street-parked in front of the brownstones. Few of those cars belong to the resident of the brownstone immediately adjacent. They recognize that they don’t own the street parking in front of their residence. It’s an incredible waste of resources to require that those perfectly good parking spaces remain vacant, in favor of large separate parking structures.” [Heightsresident, commenting on Comment of the Day: How To Tilt The Zero-Sum Houston Transit Game] Illustration: Lulu
COMMENT OF THE DAY: HOW TO TILT THE ZERO-SUM HOUSTON TRANSIT GAME “‘The overlooked reason why cycling isn’t more popular is because driving and parking are far, far easier in Houston than in Amsterdam.’ You‘re right. So you know what would help increase the use of bikes? Allowing the market to determine the number of parking spaces. If [a business] gets it wrong and offers too few spots, they’ll suffer. But give them the choice. Right now business are required to supply tons of parking, making driving the dominant way people will always get from point A to point B. At least loosen up the regs in areas like Midtown and Montrose where we have a population that’s far more willing to walk, bike, skate, rail, etc. (or even Uber, which, while it puts cars on the road, lowers parking demand.)” [Cody, commenting on Houston Bike Plan Up for a Vote Again This Morning Amid More California-ization Fears] Photo: Bill Barfield via Swamplot Flickr Pool
STATE COMMITTEE OKAYS BILL TO REQUIRE ‘CERTAIN COUNTIES’ TO VOTE ON ASTRODOME PARKING GARAGE-IFICATION The Texas senate’s committee on intergovernmental relations gave an early stamp of approval to that bill that would require Harris County to hold a vote on the plan recently set in motion to turn the Astrodome’s sunken field into an underground parking garage, Mihir Zaveri notes in the Chronicle this morning. The bill’s language doesn’t explicitly single out the Dome and the county commissioners; it would just mandate that “certain counties” — those with a population of 3.3 million or more — would need to call a vote on work related to “certain sports facilities” if the price tag of a given project reaches $10 million — namely, those sports facilities already more than 50 years old when the bill passes. (Harris County, with a population estimated around 4.5 million, is the only Texas county that comes remotely close to passing the bill’s size threshold.) [Houston Chronicle; Texas Legislature; previously on Swamplot] Schematic of Astrodome parking plan: Harris County Engineering Dept.
The sculpted birds above are now staring intently in various directions from just south of the entrance ramp for the Rice Village’s rooftop parking lot between University Blvd. and Amherst St. The new bird-studded cage hangs around the upper half of the Kelvin St. access staircase for the lot, previously shielded from prying eyes by a since-removed blinder of brick (as pictured second above at the start of the work last year, before much of the paint-up or knock-out action had taken place on the eastern side of the structure). The birds are the work of Californian metalworker and periodic perched bird sculptor Nathan Mabry. Changes to the building roughly align with the older renderings of the remodel, though the space was previously depicted with an extra new window (along with some ghostly stand-in art):
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Kelvin St. Bird Cage
CLUB NOMADIC SHOWS OFF LATEST TRENDS IN JUST-IN-TIME NIGHTCLUB DELIVERY Temporary 3-story nightclub and performance venue Club Nomadic has received its final checks and OKs from the city for tonight’s 9pm opening — with just over 6 hours to spare, if the time a city rep gave to St. John Barnard-Smith and Mike Morris is correct. Both Club Nomadic’s owner and folks at the city permitting office say it’s totally normal for a temporary event structure like this one to cut the permitting process close; the temporary nature of the project also means on-site parking is not required for the 9,000-or-so visitors expected, and organizers are stressing that tow trucks will be on the prowl. The Club is currently selling parking passes for the 1600 Smith St. garage, with plans to shuttle guests between the garage and the club site at 2121 Edwards St.; other enterprising Houstonians appear to be getting in on the action as well. [Houston Chronicle; previously on Swamplot] Photo of 2121 Edwards St.: Club Nomadic
The latest edits to the Rice Village area’s look include the installation of the above parking meters for the spaces along Morningside Dr., as captured by a reader this morning. The Rice Village District folks announced in January that the formerly free spots around shopping complex will become pay spots in February. There will still be free parking in the area, for those who watch the clock: parking in the garage between Morningside and Kelvin St. and on the rooftop lot on across Kelvin will be free for the first 2 hours.
The changes appear to fall in line with some of the suggestions made in a 2015 Kinder Institute report on the area’s parking congestion and access inefficiencies; the authors noted at the time that the shopping district always had at least 1,000 unused parking spots even at times when parking seemed hardest to find (like during the peak of the weekday lunch rush).
The to-be-metered zones are marked in light blue in the map below; those zones include the spaces around the former Village Arcade structures between Kirby Dr. and Morningside along University, as well as parts of Times and Rice boulevards and parts of Amherst St.:
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