By Dom Nozzi
I submitted the following recommended priorities for the Boulder City Council for the year 2020.
Boulder suffers from significant affordability woes and excessive dependence on car travel. By requiring new development to provide parking for homes, offices, and retail, the City is substantially worsening these problems. Requiring a parking space for a home, for example, adds $10,000 to $20,000 to the price of a home. And abundant, free parking is a fertility drug for cars.
As is recommended by the Boulder Master Transportation Plan for several years, required minimum parking requirements need to be converted to maximum allowable parking, as is now the case in a large and growing number of cities in the nation. The City needs to require that when feasible, the price of parking is unbundled from the price of housing. Both of these parking reform measures are part of the “SUMP” principles that staff has been working on and proposing for a number of years now. (“Shared Unbundled, Managed, and Paid”).
Policy 6.11 of the Boulder Valley Comprehensive Plan states that “…[t]he city will accommodate parking demands in the most efficient way possible with the minimal necessary number of new spaces and promote parking reductions through a variety of tools, including parking maximums, shared parking, unbundled parking…based on SUMP principles to support transportation and GHG reduction goals as well as broader sustainability goals, including economic vitality and neighborhood livability.”
Action 5.E of the Boulder Master Transportation Plan calls for the City to “[m]odify the city parking code to support policies in the BVCP that promote mixed-use development and higher densities where appropriate. Transition parking to other uses as needs change.”
Reform Single-Family Zoning
Boulder suffers from an extreme affordable housing crisis that is now worsening each year. In addition, about 80 percent of Boulder is zoned single-family residential. Both of these factors lead to very low levels of racial and income diversity and results in nearly all lower- and middle-income households from being able to move to or remain in Boulder. It must be pointed out that the origins of single-family zoning a century ago had as its primary (but unspoken) objective, the promotion of racial and income discrimination.
Like a growing number of cities nationwide, Boulder needs to reform single-family zoning regulations so that smaller homes, smaller lots, duplexes, and neighborhood-scaled office and retail are allowed in that zoning district, as well as accessory dwelling units, co-housing and co-ops. In addition, the maximum number of unrelated people living in a household must be increased – at least to a level similar to that of most other cities in the nation. Allowing these new housing types in Boulder’s single-family zoning district must be coupled with:
- A visual preference survey that ensures that allowable building design is compatible and desirable to most residents of Boulder’s neighborhoods;
- Stepped up code enforcement; and
- Expansion of Managed Parking.
Policy 2.11 in the Boulder Valley Comprehensive Plan states that “…granny flats, alley houses, accessory dwelling units (ADUs) and owner’s accessory units (OAUs)) will be encouraged by the city to increase workforce and long-term rental housing options in single-family residential neighborhoods.”
Policy 2.16 states that “[t]he city will encourage well-designed mixed-use and higher-density development that incorporates a substantial amount of affordable housing in appropriate locations, including in some commercial centers and industrial areas and in proximity to multimodal corridors and transit centers. The city will provide incentives and remove regulatory barriers to encourage mixed-use development where and when appropriate. This could include public-private partnerships for planning, design or development, new zoning districts, and the review and revision of floor area ratio, open space and parking requirements.”
Policy 2.14 states that “[i]n existing neighborhoods, a mix of land use types, housing sizes and lot sizes may be possible if properly mitigated and respectful of neighborhood character.”
Policy 7.06 states that “[t]he city…will encourage the private sector to provide and maintain a mixture of housing types with varied prices, sizes and densities to meet the housing needs of the low-, moderate- and middle-income households of the Boulder Valley population. The city will encourage property owners to provide a mix of housing types, as appropriate. This may include support for ADUs/OAUs, alley houses, cottage courts and building multiple small units rather than one large house on a lot.”
Policy 7.10 states that “…[t]he city will explore policies and programs to increase housing for Boulder workers and their families by fostering mixed-use and multi-family development in proximity to transit, employment or services…”
Be Effective with Vision Zero for Traffic Safety
Boulder’s Vision Zero program (intended to reduce traffic deaths and serious traffic injuries to zero) is far too timid to achieve meaningful traffic safety improvements. It continues to focus on the failed methods Boulder has used for over a century: An emphasis on Warning Signs, Warning Lights, Warning Paint, Warning Education, and Warning Enforcement. And for most of that century to this day, City roadway design has had the unintended consequence of inducing excessive speeds and inattentive driving. After a century of these methods, Boulder’s roads are now more dangerous than they have ever been.
To effectively reducing the appalling number of serious traffic injuries and deaths that continue to occur on Boulder roads, the City must emphasize the redesign of city roads. For example, there must be a much more thorough use of effective traffic calming methods that induce slower and more attentive driving: Narrowing streets with bulb-outs, lane width reductions, installation of more on-street (and priced) parking, and removal (or re-purposing) of unnecessary lanes. This effort should not include “vertical” interventions such as speed humps, as this creates problems for emergency vehicles as well as creating noise pollution and vehicle damage.
Action 1.D of the Boulder Transportation Master Plan states that the City should “[d]evelop and implement a Speed Management Plan to decrease travel speeds on city streets; and explore reducing the speed limit on residential (local) streets from 25 mph to 20 mph, and 15 mph in school zones.”