►
Description
Docket #0173 - Order for a hearing regarding Boston’s Resident Parking Permit Program
A
And
I'm
the
chair
of
the
Committee
on
planning,
development
and
transportation,
I
am
honored
to
be
joined
by
my
colleague,
councilors
Josh,
Zakim
and
Matt
O'malley
and
I
think
others
will
float
in
and
out
as
well.
We
are
here
for
a
public
hearing
on
docket
number
zero
173
order
for
a
hearing
regarding
Boston's
resident
parking
permit
program.
This
public
hearing
is
being
recorded
and
broadcast
live
on
channels,
Comcast,
8,
RCN,
82
and
Verizon
1964
and
webcast
on
the
city
of
Boston's
website.
A
A
We
are
joined
by
a
panel
of
experts
representing
both
the
city
of
Boston,
as
well
as
advocates
and
organizations
that
have
done
a
lot
of
work.
Thinking
about
parking
policy
and
parking
management
I
want
to
provide
an
opportunity
for
my
colleagues
to
make
any
statements
before
we
start
and
then
and
I'll
turn
it
over
to
do
you
well
councillors,
echo
council,
O'malley,
okay,
so
I'll
just
say.
A
Overall,
the
push
is
to
make
sure
that
we're
having
a
conversation
thinking
about
the
opportunity
to
both
improve
the
day
to
day
experience
in
terms
of
our
residential
streets,
as
well
as
the
potential
for
resources
that
would
go
to
fund
much-needed
infrastructure
improvements.
For
me,
that
starts
from
a
place
of
data,
so
I
think
as
you're
making.
Your
opening
statements
would
love
to
hear
what
data
is
available
and
we'll
get
into
more
questions
about
that.
A
But
lots
of
different
models
exist
for
how
other
cities
are
managing
their
parking
and
getting
at
a
better
system
that
more
closely
matches
the
supply
with
a
demand
and
again
helps
to
think
about
the
resources
needed
for
the
overall
transportation
system.
But
she
falls
good.
Would
you
like
to
start.
B
Your
attention
to
this
issue-
and
it
completely
agree
with
your
comments-
that
what
we
really
are
focused
on
here
is
is
mobility,
how
we
actually
help
people
throughout
all
of
our
neighborhoods
connect
to
the
opportunities
across
this
region.
I'm
joined
by
Commissioner,
Murphy,
andhaka
and
Steven
quire,
who
I
would
certainly
start
the
X
person,
not
me
from
the
city
side
on
on
this,
but
I
wanted
to
do
three
quick
things.
One
is
just
give
a
little
bit
of
sort
of
context
for
RPP
for
resident
permit
parking.
B
We
will
often
refer
to
resident
permit
parking
as
RPP
I
apologize
if
we
slip
into
that
acronym
second
talk
a
little
bit
about
the
sorts
of
resident
permit
parking
or
neighborhood
parking
issues
that
we
hear
a
lot
of
are
quite
frequently
from
residents
things.
They
want
us
to
change
or
improve
about
the
way
in
which
we
manage
parking
and
then
third
talk
about
some
of
the
efforts
that
BTD
is
largely
leading
around
improving
the
parking
experience
in
the
city
of
Boston,
so
first
sort
of
on
the
background
around
resident.
B
Permit
parking
others
be
useful
to
start
with
just
got
a
sense
of
car
ownership
trends
within
the
city
of
Boston
in
our
households
here.
So
the
Boston
Planning
and
Development
Agency
put
out
a
summary
of
certain
neighborhood
statistics
based
upon
American
Community
Survey
data
from
that
from
the
ACS
data.
They
see
that
roughly
a
third
of
the
households
in
the
city
of
Boston
don't
have
any
cars,
don't
have
a
car
for
that
household.
Roughly
45%
of
the
households
in
the
city
of
Boston
have
one
car.
B
Roughly
17%
of
the
households
in
the
city
of
Boston
have
two
cars
and
5%
of
the
households
in
the
city
of
Boston
have
three
or
more
vehicles.
These
numbers
vary
fairly
significantly
across
the
city
of
Boston
and
actually
in
particular,
probably
between
both
councilor
O'malley's
district
and
councillors.
A
comes
district
there's
a
pretty
significant
difference
in
sort
of
car
ownership
rates
in
clusters.
In
the
city
we
design
of
the
transportation
modern
designs
essentially
resident
permit
parking
plans
in
collaboration
with
residents
based
upon
residents,
requests
identifying.
B
What
blocks
should
be
posted
for
resident
permit
parking
only
and
those
tend
to
be
in
some
neighborhoods
around
things
like
mass
transit
areas
in
other
parts
of
the
city.
This
is
almost
every
single
block
has
some
form
of
RPP
our
resident
parent
parking
program
across
the
city.
There's
around
240,000
vehicles
that
are
associated
with
a
household.
B
However,
there's
roughly
a
hundred
thousand
resident
permit
parking
stickers
again,
that's
because
in
many
neighborhoods
in
the
city,
there's
actually
very
few
streets
that
are
posted
for
resident,
permit
parking.
So
there's
actually
not
that
demand
in
some
neighborhoods.
What
we
see
is
that
roughly
75%
of
all
the
resident
permit
parking
stickers
are
in
one
of
six
neighborhoods,
so
Halston
Brighton
is
the
highest
with
I
believe
around
17%
South
Boston
East
Boston
South
End
Charlestown
in
the
Back
Bay
by
numbers
have
the
percentage.
B
So
again
those
six
neighborhoods
really
comprise
roughly
75%
of
all
of
the
resident
permit
parking
stickers
that
we
actually
issue.
There
are
certainly
neighborhoods,
which
I
did
not
name
they're
places
like
the
North,
End
or
Beacon
Hill
that
have
high
numbers
of
high
demand
for
resident
permit
parking.
B
But
the
aggregate
number
is
less
than
those
other
neighborhoods
where
we
see
sort
of
lower
numbers,
as
generally
places
where
the
on
street
demand
for
parking
is
less
simply
because
there's
more
available,
curb
space
or
driveways
or
what-have-you,
where
there's
not
a
need
for
RPP
stickers
or
RPP
programs
on
streets.
We
hear
across
the
city,
commissioner,
Steve
Carlton
goes
here,
here's
all
the
time
from
residents
and
from
each
of
you
about
ways
in
which
we
might
be
able
to
think
about
managing
city's
rules
and
regulations
on
parking
differently.
B
With
all
of
those
pressures
on
the
very
valuable
real
estate
of
our
street
there's
a
lot
of
things
and
that
BT
DS
is
leading
on
which
are
about
making
the
parking
experience,
more
convenient
and
better
managed
and
ultimately
less
needed.
So
in
that
sort
of
category
of
more
convenient
with
the
council
support,
the
Transportation
Department
was
able
to
replace
all
the
parking
meters
in
the
City
of
Boston
with
new
parking
meters
and
launched
a
very
successful
app
part
Boston.
B
A
couple
of
years
ago,
more
recently,
over
the
last
few
weeks,
the
council
similarly
been
supportive
of
a
terrific
effort
to
support
the
mayor's
budget
for
FY
19
and
as
part
of
that
overall
package,
it
included
a
tool
for
us.
That's
going
to
help
us
better,
manage
resident
permit
parking.
We
are
increasing
the
fines
from
for
resident
permit
parking
from
$40
to
$60.
We
get
a
tremendous
number
of
requests
for
through
three
one
one
for
people
to
go
out
and
enforce
resident
permit
parking
in
our
neighborhoods.
B
We
issue
roughly
190,000
tickets
every
year
to
actually
sort
of
address.
These
concerns
of
residents
raised.
I
would
say
that
our
biggest
efforts,
though,
really
are
sort
of
holistic
efforts
to
think
about
how
we
help
people
move
in
ways
that
doesn't
require
either
sort
of
car
ownership
or
second
car
ownership,
and
can
shift
them
to
modes
of
transit
that
are
that
in
the
end,
could
potentially
cost
less
cause
less
congestion
and
cause
fewer
emissions,
and
a
lot
of
those
things
are
things
which
are
programs
that
you
have
been
very
supportive
of
and
know
quite
well.
B
Things
like
the
drive
Boston
program,
which
is
a
essentially
a
car
sharing
program.
There's
been
some
great
research
by
Professor
Susan
Shaheen
out
of
UC
Berkeley
that
has
identified
the
impact
that
car
share
has
on
reducing
car
ownership
for
every
car
share
vehicle
that
is
out
there.
Her
research
shows
that
roughly
nine
vehicles
are
either
not
purchased
in
the
first
place,
the
purchase
is
deferred
or
a
car
is
actually
shed,
so
it's
a
way
that
you
can
actually
free
up
some
resident
parking
by
adding
car
share
spaces
in
the
city.
B
Similarly,
there
are
lots
of
folks
who
use
a
car
because
it
is
the
only
way
they
can
actually
get
from
point
A
to
point
B,
and
one
of
those
reasons
is
that
our
mass
transit
system
does
not
operate
24/7.
We
have
been
working
very
hard.
There
has
been
championing
an
effort
working
with
masta
to
expand
both
early
morning
hours
and
late
night
hours.
B
So
this
past
April
mass
not
started
early
morning
our
service
on
a
couple
of
key
bus
routes
which
again
will
help
people
who
perhaps
our
car
dependent
day
today
to
be
able
to
get
to
work
more
easily
without
a
car
in
the
future.
Similarly,
mass
Todd
is
supporting
efforts
to
extend
some
key
routes
late
at
night
to
be
able
to
provide
greater
coverage
and
again
allow
people
not
to
have
to
own
a
car
and
I
don't
have
if
they
don't
they
don't
want
to.
In
the
first
place,
there's
additional
work
that
we
are
doing.
B
Obviously,
in
many
of
you
are
quite
familiar
great
champions
of
around
things
like
helping
transit,
just
work
better
in
our
city,
because
things
like
the
bus
lane
on
Washington
Street
through
Roslindale
and
then
similarly,
there
are
sort
of
other
modes
that
we
are
very
excited
to
be
supporting
things
like
the
expansion
of
our
bike
share
system
to
more
errors
in
the
city
and
through
the
transportation
departments,
good
work.
We
will
be
expanding
that
by
roughly
50
percent
over
the
course
of
this
next
year
and
getting
reaching
more
neighborhoods
at
a
higher
density
within
existing
neighborhoods.
B
So
that
would
be
the
intent
sorry
for
that
long-winded
overview.
But
the
intent
was
sorted
to
lay
a
little
bit
of
a
foundation
around
parking
trends
in
the
RPP
program
we
have
in
the
city
of
Boston,
talked
a
little
bit
about
the
wide
variety
of
interests
that
residents
have
in
our
neighborhoods
and
then
touch
on.
What
I
think
is
from
the
broader
strategy
for
how
we
think
we
think
about
not
only
managing
parking
but
helping
to
relieve
some
of
the
parking
pressure
that
we're
experiencing
in
the
city.
B
A
C
Good
afternoon
my
name's
Andrew
McFarland
I'm,
the
Community
Engagement
Manager
for
livable
streets,
Alliance,
we're
a
transportation
advocacy
nonprofit
that
works
to
make
communities
throughout
Greater
Boston,
more
walkable
bike,
friendly
and
transit
oriented
today,
I'm
also
speaking
on
behalf
of
our
advocacy
partners,
walk
Boston
in
the
Boston
cyclists.
Union
I
want
to
thank
the
committee
on
planning
development
and
transportation
for
holding
this
hearing
and
to
thank
councillor
rue
for
sponsoring
it.
My
message
today
is
that
our
current
system
for
managing
parking
is
not
effectively
serving
our
city.
C
In
many
ways
it's
exacerbating
the
existing
inequities
and
challenges.
At
a
time
when
Boston
is
experiencing
unprecedented
growth.
Curb
space
is
one
of
our
most
valuable
public
resources,
but
that's
not
reflected
in
the
way
that
we
manage
it
when
parking
is
free
or
undervalued,
drivers
still
pay
through
congestion,
frustration
and
untold
hours.
Circling
the
block
for
a
free
space.
According
to
the
mayor's
office
of
new
urban
mechanics
performance
parking
pilot
report,
an
estimated
30
percent
of
street
traffic
in
Boston
is
caused
by
drivers
who
are
circling
the
block.
C
Looking
for
a
parking
space,
we
have
better
models
for
managing
shared
resources.
In
contrast,
we
acknowledge
that
access
to
clean
drinking
water
is
a
public
service,
but
we
still
charge
property
owners
for
how
much
water
they
use.
I
encourage
the
City
Council
to
see
parking
management
reform
as
a
way
to
safeguard
a
valuable
resource
in
order
to
provide
drivers
with
more
access
and
some
much-needed
relief.
The
good
news
is
that
we
do
have
tools
to
address
this
problem
now.
First
I
think
it's
important
to
acknowledge
the
limits
of
today's
residential
parking
system.
C
First,
our
residential
system
provides
more
permits
than
there
are
spaces
available,
presenting
the
misleading
notion
that
a
permit
guarantees
you
the
right
to
a
parking
space.
Today
we
do
not
have
a
cap
on
how
many
permits
the
city
gives
out,
despite
the
fact
that
we
have
only
a
limited
number
of
spaces
available.
For
example,
it's
been
estimated
that
there
are
4,000
parking
permits
in
effect
in
North
End,
but
only
1500
spaces
exist
without
a
limit.
C
C
According
to
a
Boston
Globe
article
from
2015,
more
than
300
households
in
Boston
still
have
have
more
than
five
cars
registered
to
them.
We
have
no
limits
for
how
many
cars
can
be
registered
port
health
per
household
and
there's
no
fee
in
place
to
curb
this
usage.
Somerville,
Cambridge
and
Quincy
all
set
some
fee
for
residential
permits
and
Brookline
has
strict
limits
on
overnight
street
parking.
C
These
approaches
have
made
it
easier
for
these
communities
to
better
meet
their
parking
needs
and
in
Somerville,
better
parking
management
for
residents
has
allowed
the
city
to
create
parking
programs
tailored
to
visitors,
small
business
owners
and
home
health
care
aides.
The
current
system
also
hasn't
kept
pace
with
the
increases
in
population
or
changes
in
transportation
patterns.
C
The
last
time
our
residential
permit
system
was
reformed
was
in
the
1980s
when
the
city's
population
was
at
a
historic
low
of
around
five
hundred
thousand
six
hundred
five
hundred
sixty-three
thousand
residents
since
1980
the
Boston
has
added
nearly
under
a
thousand
residents
and
by
2030.
It's
projected
that
we'll
be
adding
an
additional
fifty
thousand
residents
and
a
hundred
thousand
jobs
in
the
area.
The
current
system
also
doesn't
acknowledge
the
need
for
people
of
disabilities
or
seniors,
unlike
our
neighbors
in
cambridge
and
somerville.
C
C
Think
this
point
is
really
important
under
the
current
system,
a
permit
process
initiated
by
the
residents
themselves
and
requires
them
to
collect
signatures
from
at
least
51%
of
adults
who
live
on
that
affected
Street
in
asking
neighbors
to
self-organized
through
the
system
neighborhoods
with
resources
and
time
have
an
advantage
which
only
perpetuates
systemic
inequities.
For
example,
despite
having
a
population
of
nearly
60,000
people,
Roxbury
only
has
900
permits,
in
effect
compared
to
Brighton,
which
has
around
44,000
residents
and
about
10,000
permits
or
self
Boston,
which
has
a
population
of
35,000
and
19,000
permits.
C
The
current
system
does
not
balance
the
needs
of
people
who
are
parking
near
rapid
transit
stations
and
residents
who
live
in
those
neighborhoods.
For
example,
take
my
street
I
live
on
Danforth
Street
in
Jamaica
Plain,
a
block
away
from
the
Stony
Brook
TV
station.
There
are
no
parking
regulations
for
neighborhood
permits
in
effect,
at
6:00
a.m.
about
a
third
of
the
parking
spaces
are
typically
too,
as
nine
o'clock
rolls
around
those
spaces
are
taking
up
by
commuters,
who
Park
and
then
walk
over
to
the
orange
line.
C
This
has
also
been
an
underlying
issue
with
the
rosin
Dale
bus
pilot
on
Washington
Street.
Thanks
to
the
research
led
by
MAPC,
we
learned
that
45%
of
parking
spaces
along
Washington
Street
between
Forest
Hills
in
blossom
jewel
square,
we're
being
used
primarily
during
work
hours
for
cars
registered
in
Dedham,
Randolph
and
other
outside
communities
who
are
trying
to
access
parcel
station
cities
like
Seattle,
have
developed
programs
to
address
both
the
need
for
commuter
parking
and
and
the
need
for
residential
permit
parking,
and
we
do
that
here
in
Boston.
C
Given
all
this,
we
needed
to
take
some
early
steps
to
alleviate
the
stress
Boston
residents
are
experiencing
on
the
streets,
catherine
from
better
city,
and
a
mark
will
go
into
that
little
bit
more
so
I'll
leave
that
to
them,
but
I
do
want
to
stress
some
early
action
steps
that
the
city
could
take
at
this
time.
First,
we
need
to
know
how
many
spaces
we
have
available.
The
city
should
conduct
a
parking
census
and
establish
a
citywide
cap
on
residential
permits,
plain
and
simple.
We
shouldn't
be
giving
out
more
permits
than
are
available
in
neighborhoods.
C
Second,
take
the
onus
off
of
residents
and
establish
clear
policies
for
where
residential
permits
should
be
in
place
and
how
that
should
be
how
that
should
contribute
to
our
transportation
networks.
The
current
patchwork
approach
to
permits
covers
some
streets
beliefs,
others
out,
let's
not
wait
for
residents
to
self-organize.
If
we
know
what,
if
you
know
that
a
street
should
be
covered
by
the
neighborhood
permit
zone,
then
the
city
should
make
it
so.
Third
start
charging
graduated
fees
for
residential
permits,
a
household
with
five
or
more
cars
should
nessa.
C
It
shouldn't
necessarily
be
prevented
from
getting
access
to
permits,
but
they
should
be
charged
for
the
toll
that
they're
taking
when
it
comes
to
taking
away
parking
on
their
neighborhood
streets.
It's
important
to
note
that
car
ownership
itself
in
Boston
is
not
equitable.
The
households
with
multiple
cars
are
some
of
the
wealthiest
in
the
city.
According
to
go
Boston
2030
among
households
with
no
vehicles,
more
than
half
have
annual
incomes
of
less
than
$25,000
a
year.
C
Only
7%
of
zero
vehicle
households
make
over
$100,000
in
between
in
beginning
to
charge
fees.
We
should
create
equity
exemptions
for
seniors
and
people
with
disabilities
as
well.
Finally,
let's
consider
reforms
for
metered
parking
spaces
as
well.
Our
parking
system
doesn't
exist
in
isolated
neighborhood
zones
with
Main
streets.
We
should
discuss
potential
partnerships
for
piloting
and
establishing
parking
benefits
districts.
We
should
also.
We
also
currently
do
not
have
clear
policies
for
installing
new
parking
meters,
and
currently
meters
are
concentrated
in
a
handful
of
downtown
neighborhoods
and
less
so
out
in
outlying
neighborhoods.
C
Finally,
we
should
be
expanding
the
new
urban
mechanics
performance
parking
pilot
beyond
the
back
bay
area,
forming
our
parking
permit
system.
We
can
make
serious
progress
that
alleviates
residents,
transportation,
stress,
better
management
means
less
time
wasted,
searching
for
available
space
and
more
parking
available
over
time.
Since
Cambridge
instituted
parking
permit
fees,
there
has
been
a
steady
decline
in
the
number
of
people
applying
for
permits
over
a
period
of
10
years.
C
A
D
Thank
You
Thank
You
councillor
Wu,
members
of
the
council.
We
appreciate
your
holding
this
hearing
to
discuss
important
and
necessary
parking
system
reforms.
My
name
is
Katherine
Carlsen
I
am
the
director
of
transportation
at
a
better
City
and
on
behalf
of
our
130
member
businesses
and
institutions.
I
appreciate
the
opportunity
to
address
you
today
and
share
some
of
our
research
and
work
that
we've
done
on
this
topic.
D
We're
all
here,
because
parking
issues
are
a
significant
part
of
the
overall
transportation
challenge
facing
Boston
in
late
2016,
a
better
city
working
with
the
BTD
commissioner
fee
and
I
wrote
a
wonderful
welcome
letter
for
this
report.
The
bar
foundation,
MAPC
Moscow
and
others
released
a
comprehensive
study
entitled
the
future
of
parking
in
Boston,
addressing
the
need
to
promote
Economic
Opportunity,
enhance
community
access
and
reduce
parking
demands.
I
brought
a
prop
I
can
get
all
of
you
one
of
these.
If
you
don't
already
have
it
on
your
desk,
which
I'm
sure
you
do.
D
D
Think
you'll
probably
hear
a
lot
of
overlap
in
what
andrew
mark-
and
I
are
all
saying
today-
but
I
really
want
to
focus
on
this
idea
of
valuable
curbside
space
in
order
to
effectively
tackle
parking,
both
residential
and
commercial
and
its
place
within
our
overall
transportation
system.
We
actually
need
to
understand
and
have
a
conversation
about
the
value
of
curb
space
in
a
city
of
rising
congestion
and
rents,
the
value
of
the
space
and
the
parking
spots
alongside
it
are
not
zero.
D
I
I
know
everyone
knows
that,
but
I
think
this
is
an
important
thing
that
we
should.
We
should
all
talk
a
lot
more
about.
The
first
step
is
recognizing
that
value,
and
the
next
step
is
determining
what
our
goals
are
for
that
space.
This
valuable
real
estate
can
serve
as
automobile
storage
for
a
long
period
of
time
for
short
periods
of
time.
It
can
provide
access
to
homes
and
businesses.
D
It
can
serve
commercial
purposes
such
as
delivery
space,
and
it
can
also
serve
as
a
space
for
multi,
multiple
modes
of
transportation
like
bus
lanes
or
biking.
The
continued
underpricing
of
on-street
space
means
this
valuable
resource
is
misallocated
to
what
may
not
always
be
the
highest
and
best
use,
for
example,
automobile
storage
versus
mobility
or
commercial
opportunity.
Furthermore,
the
disparity
that
these
policies
create
between
on-street
and
off-street
parking
prices
and
the
enforcement
fines
therein
encourages
high
demand
for
this
limited
on
street
parking
space.
D
This
harms
residents
with
mobility
challenges
and
businesses
who
need
their
customers
have
easier
access
to
their
locations.
It
discourages
travel
by
other
modes
which
thereby
increases
congestion
and
creates
problems
in
adverse
weather
conditions,
and
it
removes
space
for
commercial
and
active
mobility
uses.
We
have
begun
to
try
to
improve
curb
management
through
more
accurate
pricing
in
metered
parking
areas
and
I
know.
Chris
mentioned
this,
and
Andrew
mentioned
this.
D
In
all
of
these
ways,
smarter
kerb
management
will
help
Boston's
merchants
and
employers,
but
for
the
purposes
of
discussion
today,
I
want
to
highlight
some
key
conclusions
and
recommendations,
as
it
relates
specifically
to
the
residential
parking
permit
program
on
street
parking
and
the
goal
of
improving
residential
neighborhoods
and
again
you're
gonna,
hear
me
echo
a
lot
of
what
Andrew
has
said
as
well.
I
think,
first
and
foremost
and
I
know
the
city
is,
is
beginning
this
work,
which
is
to
invest
in
data
for
better
management.
D
As
was
already
noted,
complete
a
complete
full
on
street
parking
inventory
does
not
yet
exist
in
our
report,
the
future
of
parking.
We
did
provide
an
initial
attempt
at
an
off
street
parking
census.
Updating
that
inventory
and
adding
on
street
parking
data
is
necessary
for
efforts
to
manage
the
system
and
to
innovate
number
two.
We
do
recommend
and,
as
the
report
suggested,
we
recommend
exploring
a
fee-based
residential
parking
permit
program.
This
could
happen
in
multiple
ways.
D
What
we
have
laid
out
in
this
report
from
a
few
years
ago
is
that
you
adopt
an
escalating
residential
parking
permit
fee
per
household.
So,
for
example,
like
our
neighboring
towns
of
Cambridge
or
Somerville,
it
could
be
$25
for
the
first
car
50
for
the
second
hundred
for
the
third
and
so
on
these
these
fees
are,
they
may
not
be
behavior
changing
immediately.
D
We
understand
that
these
are,
and
they
are
definitely
not
market
clearing
fees
but,
as
Andrew
actually
pointed
out,
Somerville
has
seen
a
decrease
since
implement
instituting
it
in
the
number
of
permits
applied,
for
it
also
starts
to
change
the
value
judgment
of
residents
and
visitors
on
on
what
this
this
space
is
worth
and
that,
in
of
itself,
I
think
is
a
worthwhile
goal.
Other
ways
to
institute
a
fee,
while
also
helping
residents
is
to
extend
hybrid
RPP
areas
to
overlap
into
commercial
districts.
D
During
times
of
lower
demands,
you
could
allow
non
permit
holders
to
park
in
some
RPP
zones
if
and
only
went
resident
demand
is
low,
so
a
little
bit
more
sharing
of
those
permit
spaces
again,
as
others
have
mentioned,
ad
meters
and
some
missed
use,
mixed-use
neighborhoods,
where
with
permit
holders
exempt
from
some
of
these
meters.
An
interesting
idea
that
came
up
in
this
report
was
to
help
broker
shared
parking
agreements
which
would
open
up
underutilized
facilities
for
residents
with
hermits,
such
as
an
overnight
parking
garages
in
nearby
office
garages,
as
I
think
Chris
had
mentioned.
D
We
have
380,000.
According
to
to
our
report.
We
have
380,000
off-street
parking
spots,
240,000
residential
cars
in
Boston
and
a
hundred
thousand
residential
permits,
so
there
are
spots
sensibly
if
those
numbers
are
right.
There
are
spots
for
all
those
cars
off
street
at
certain
points
of
time,
so
I
think
that
would
be
something
interesting
to
explore
and
finally
and
I
think,
incredibly
importantly,
dedicate
these
permit
fees
and
fines,
one
of
course,
to
covering
the
program's
administrative
costs
and
to
fund
increased
enforcement.
D
But
with
the
surplus
revenue
you
can
use,
it
can
be
used
in
parking,
Improvement,
Districts
or
just
for
the
neighborhoods
to
use
for
street
side
improvements.
Snow
removal,
sidewalk
repairs
funds
could
also
be
used
to
provide
parking
or
transit
subsidies
to
low-income
residents.
Helping
address
some
equity
issues.
We
have
and
could
also
fund
rewards
for
car-free
households
who,
right
now
are
ostensibly
subsidy
subsidizing
the
use
of
some
of
that
space.
D
Finally,
outreach
is
incredibly
important.
We
understand
that
it
changing
long-held
policies
is
difficult
and
that
this
will
require
require
somewhat
of
a
cultural
shift
in
how
we
view
on-street
resources.
It
will
be
necessary
for
all
of
us
to
help
guide
in
and
inform
residents
with
the
data,
we're
collecting
on
the
costs
and
benefits
of
our
PPE
residential
parking
permit
fee
programs
and
to
gain
the
support
of
those
stakeholders.
But
despite
those
implementation
challenges,
we
think
the
benefits
are
clear.
D
Better,
valuing
and
managing
of
this
public
space
will
yield
multiple
benefits,
including
dedicated
revenue
for
neighborhood
improvements,
commercial
loading
axis
that
can
mitigate
congestion
and
improve
air
quality
and
flexibility
on
street
spaces
that
you
can.
You
know
you
can
flex
curbside
space
for
residential
needs,
valet
parking
peak
hour,
bus
or
bike
lanes,
parklets
outdoor
dining
it
and
more.
We
are
encouraged
by
the
focus
that
the
council
and
the
city
are
placing
on
this
issue.
Thank
you.
D
A
You
very
much
last
but
not
least,
professor
Chasen.
Thank
you
both
for
participating
in
the
council's
policy
briefing
series
previously
I
learned
so
much
from
that,
and
also
that
you're
going
overseas
as
part
of
a
class
on
transportation
related
stuff
tomorrow.
So
thank
you
for
taking
the
time
to
be
here
when
you
should
be
packing
well,.
E
Thank
you
for
the
invitation,
it's
very
exciting,
to
see
Boston
and
looking
at
managing
parking,
better
I.
Think
not
a
lot
of
cities.
Do
it
well
and
especially,
not
a
lot
of
big
cities.
So
it's
exciting
and
I
think
you
know
I
hope
you
all
embrace
it
as
as
a
chance
to
be
a
leader
and
to
make
lives
easier
for
your
residents.
One
thing
that
hasn't
been
talked
about
with
parking
is,
as
you
have
on
street
parking
and
as
your
problems
with
on
street
parking.
E
The
pressure
is
to
have
people
park
off
street
and
essentially
then
you're
asking
developers
to
build
more
parking,
which
then
increases
the
cost
of
housing,
because
essentially
parking
is
not
free
to
build.
It
constrains
what
you
can
build,
because
if
you
talk
to
architects,
they're
gonna
tell
you
parking
is
the
first
thing
we
look
at
before
we
even
design
the
building.
How
much
parking
is
on
this
plot
and
I?
E
Think
by
solving
the
on-street
parking
problem,
you
unlock
the
off-street
problem
and
that
people
don't
have
to
build
as
much
because
as
a
neighbor
of
course
frustrated
when
somebody
builds
and
they
don't
have
parking
when
there
is
a
terrible
problem
on
street.
But
you
can
solve
the
problem
on
street
and
the
other
side
is
the
more
parking
you
have
the
more
traffic
you
have.
So
if
you
ask
developers
to
build
a
lot
more
parking
than
if
you
had
no
road
congestion,
that
would
be
fine.
E
But
when
you
have
road
congestion,
you're
asking
people
to
build
parking
where
you're
putting
more
cars
on
the
roads
and
that's
not
a
good
situation-
I
didn't
talk.
Much
about
myself,
I
teach
at
tops.
I
was
on
the
senior
staff
of
Zipcar
in
the
very
early
days
and
and
working
with
the
city
of
Boston
back
then,
and
the
MBTA
and
other
cities
to
place
zip
cars
and
I
think
there
are
so
many
options
now
that
didn't
exist.
E
The
last
time
you
looked
at
parking
permits
the
system's
clearly
broken,
and
but
one
way
you
can
tell
it's
broken
is
by
looking
on
Craigslist.
They
have
a
section
on
Craigslist
for
parking
and
I
took
a
look
this
morning.
If
you
live
in
South
Boston,
you
can
rent
an
off
street
space
on
Craigslist
for
three
hundred
and
forty-five
dollars
a
month,
so
add
that
to
12
I'm,
not
a
great
math
person,
but
it's
over
thirty
five
hundred
dollars
a
year
for
a
parking
spot
in
South,
Boston
and
off
street.
E
So
essentially
the
city,
if
I
had
a
parking
spot
in
South
Boston
and
the
smartest
thing
I
could
do
would
be
to
rent
that
parking
spot
and
put
my
car
on
street
and
that's
just
a
broken
system.
So
that's
what
we
need
to
get
not
issuing
too
many
permits
that
people
can
park
on
street
and
the
other
thing
is
potentially
and
hopefully
getting
towards
what
I
call
the
right
price
for
parking
and
in
your
head,
the
right
price
for
an
off
street
parking
mat
when
there's
so
much.
E
Congestion
is
three
hundred
and
forty
five
dollars
in
South
Boston
I'm,
not
saying
charge
that
I'm
saying
charge
the
price
where
there's
always
a
fuse
is
available,
and
it
may
take
you
a
while
to
get
there.
I'll
tell
you
a
little
story
about
MIT
when
I
was
a
Zipcar
in
2000
a
parking
space
is
about
250
dollars.
They
told
the
faculty
every
year.
E
E
Now
that
gets
people
to
use
their
driveways
instead
of
parking
on
the
street
and
then
get
that
spot
to
where,
when
you
get
a
permit,
you
know
you're
gonna
get
a
space
and
you
don't
have
a
waiting
list
to
get
that
space.
You
have
the
right
price
for
a
permit,
because
I
think
you
should
start
with
waiting
lists,
because
that
way
people
will
people
who
have
cars
who
live
in
Boston
now
will
have
a
place
to
park
and
they're
not
going
to
lose
that.
E
But
new
people
who
come
to
Boston
will
be
on
a
waiting
list.
Now
you
might
have
equity
things
where,
if
you're
low
income,
where
you're
seeing
you're
low
income
senior
you
get,
you
get
moved
to
the
front
of
the
line,
because
it's
more
important
for
you
than
somebody
who
has
enough
money
to
rent
a
Craigslist
space.
So
those
are
those
are
really
my
only
thoughts.
It's
it's.
What
we
call
the
Goldilocks
principle,
get
the
get
the
price
right.
Try
not
to
issue
too
many
permits
the
the
ace
in
the
hole.
E
The
thing
that
you
have
that
is
so
powerful
is
that
parking
generates
a
tremendous
amount
of
revenue
and
I
don't
know.
Obviously,
if
you
have
crunched
those
numbers
on
what
revenue
can
look
like,
obviously
that's
could
be
seen
as
a
new
tax.
I
see
it
as
an
opportunity
to
share
that
money
with
the
people
who
might
be
hurt
by
this
to
make
them
feel
better
about
it.
E
What
could
you
imagine
in
your
neighborhood
that
parking
could
pay
for
and
a
parking
benefit
district
that
Catherine
mentioned
I
think
is
very
important
with
that
I'm
gonna
stop
I'm,
not
sure
for
every
it's
chance
for
questions
I'm
happy
to
answer
questions
either
now
or
via
email
or
when
I
get
back.
Thank
you
very
much.
F
Chair,
thank
you
to
our
panel
for
being
here
and
thank
you
for
calling
this
hearing.
It's
important
as
representing
many
of
the
downtown
neighborhoods
living
in
Back.
Bay
myself,
parking
in
general
and
traffic
management
in
general
are
some
of
the
number
one
concerns
for
me
both
as
a
resident
and
as
someone
who
represents
many
of
the
downtown
residents
Chris.
When
you
you
start
off
talking
about
a
curbside
uses
and
reallocating
that
that's
something
that
comes
up
all
the
time.
F
I
would
say,
particularly
in
Back
Bay,
particularly
given
our
recent
redesign
of
Beacon,
Street
and
I
think
certainly
raising
the
fines
for
double
parking
will
address
some
of
that.
But
it's
not
going
to
address
ride-sharing
or
deliveries.
I
can't
imagine
it
will
I
would
hope
it
would,
but
it
probably
won't
what
are
we
doing
in
concrete
terms,
and
is
there
a
timeline
to
say
whether
we're
talking
about
doing
some
sort
of
loading
area
on
every
block?
Every
two
blocks
I
mean
whether
it's
you
know
it
could
be
UPS,
it
can
be
Amazon,
it
could
be.
F
B
Certainly
agree
and
I
imagine
that
Martin
wrote
or
who
I
think
is
also
here.
I,
probably
echo
these
comments
as
well
from
the
neighbors
Association
in
the
Back
Bay,
clearly
on
Beacon
Street
and
across
our
city.
There's
more
of
that
need.
We
did
design
a
couple
of
spaces
along
the
redesigned,
Beacon
Street,
we've
heard
clearly
from
from
NAB
and
others.
There's
a
desire
for
more
places
to
pick
up
and
drop
off.
B
I'd
say
the
short-term
thing
which
we're
doing
and
you
may
know
the
timeline
better
than
than
I
do
is
specific,
around
TNC
pick-up
and
drop-off
and
we're
gonna
be
working
with
TNCs,
including
a
place
in
the
Back
Bay,
to
figure
out.
How
do
we
actually
direct
them
to
a
particular
spot
on
the
curb
that
we
can
keep
clear
for
for
them
and
I
think
we
also
need
to
find
more
spaces
for
some
of
those
sort
of
residential
delivery,
and
we
have.
F
I've
read
in
Washington,
DC
and
I'm
sure
other
cities
are
doing
this,
that
they've
used
it
in
their
sort
of
nightlife
district,
I,
think
blocks
and
blocks
are
just
TNC
only
or
cab's
I'm.
Surely
its
cabs
or
a
rideshare
now
I,
don't
think
that
there's
a
need
in
Back
Bay
for
that
extent
of
it,
but
obviously
we'd
have
to
be
coupled
with
enforcement
and
significant,
and
maybe
we
have
to
do
the
home
roll
process
to
increase
those
enforcement
penalties,
but
I
think
from
an
issue
of
congestion
and
also
you
know
using
the
parking
it's
something.
F
We
really
need
to
look
at
I
think,
especially
when
we're
asking
people
in
our
neighborhoods
to
sit
through
and
to
deal
with,
reconfigured
streets,
I
think
people.
You
know,
as
we
remember
from
our
meetings
on
that
front
year
ago,
for
Beacon
Street
in
particular.
There
was
a
very
strong
willingness
from
the
neighborhood
to
do
that,
but
we
have
to
I
think
then
be
cognizant.
F
The
fact
that
we
went
from
three
lanes
to
essentially
one
on
Beacon
Street,
because
the
second
Lane
is
off
in
double
Park,
so
I
won't
I,
won't
belabor
the
point,
but
I
think
that
we
we
need
to
have
a
plan
in
a
timeline
for
what
we're
doing,
whether
it's
rideshare,
whether
it's
deliveries
or
a
combination
thereof,
probably
every
block
at
least
I-
would
say
in
Back
Bay
other
neighborhoods
I
think
you
know
certainly
councillor
Flynn,
who
represents
some
similar.
Similarly,
populous
dense
neighborhoods
might
have
issues
on
that
as
well.
F
We're
talking
about
meter
rate
increases,
Back
Bay
also
has
been
part
of
the
pilot
program
and
we're
talking
about
resident
parking
here
and
adjusting
it.
Something
that
I
hear
a
lot
from
my
neighbors
is
that,
while
they
are
I
wouldn't
say
happy
with
the
pilot
program,
they
are
willing
to
acknowledge
its.
You
know
the
goals
and
that
it's
an
admirable.
You
know
willing
to
try
it
but
addressing
it.
For
you
know
you
mentioned
earlier,
a
visitor
parking
permit,
I
mean
you
know
it's
not
even
with
the
higher
rates.
F
It's
not
a
huge
amount
of
money
if
you're,
if
you're
just
coming
in
to
go
shopping
once
a
month
or
whatever
it
is,
but
what
people
do
have
visitors
if
they
want
to
visit
elderly
relatives-
and
you
mentioned
also
home
health
care
which
counts
a
flower.
Tea
and
I
have
had
some
hearings
on
also,
you
know,
I
don't
want
to
lose
sight
of
the
fact
that,
while
acknowledging
that
parking
is
a
valuable
resource,
we
need
to
get
our
incentives
in
line
on
this.
You
know
there
are
negative
impacts
on
people
and
you
know.
F
Are
we
looking
at
also
more
resident
parking
enforcement,
particularly
on
Sundays?
That's
something
that
continues
to
be
an
issue.
Are
we
looking
at
perhaps
saying
if
you're
a
resident,
you're
gonna
have
an
adjusted
rate
at
the
meters,
something
like
that?
I
mean
I,
given
that
where
technology
is
and
I
and
I
want
to
be
causing
the
fact
that
you
know
Kelso
do
I
think
very
bravely
has
filed
this
and
has
been
out
front
on
this.
It
is
an
important
issue
for
all
of
us
who
live
in
the
neighborhoods.
F
We
I
think
everyone
wants
to
move
forward.
Both
from
a
congestion
standpoint
of
safety
and
environmental
standpoint,
but
we
need
to
make
sure
that
people
in
our
neighborhoods
you
know
are
you
know,
able
to
live,
you
know
and
and
handle
it
and
not
pay
that
was
it
three
hundred
and
fifty
dollars
a
month
to
find
a
parking
space.
So
that's
something
I'd
like
to
put
in
the
discussion.
F
I,
don't
know,
maybe
some
of
our
experts
or,
if
you've
seen
it
I've,
seen
that
in
other
cities,
whether
it
can
be
done
through
the
app
whether
it
can
be
done
through
something
else.
It's
something
that
I've
heard
a
lot
from
folks
say:
listen
if
you're
gonna
charge
five
bucks
an
hour
or
ten
bucks
an
hour
whatever
it
is
for
people
who
are
visiting.
You
know
we
don't
love
it
but
okay,
but
is
there
some
accommodation
for
residents
if
somebody,
let's
just
put
out
there
and
with
that
I
know,
was
a
lot?
F
B
One
quick
response,
and
then
there
may
be
others
I'm
quickly
on
the
enforcement
through
the
new
budget,
part
of
the
increased
investment
that
was
allowed
through
the
fine
changes,
the
increased
investment
of
the
transportation
department.
We
will
be
bringing
on
an
additional
supervisor
which
allows
us
to
think
about
shift
structure.
We
know.
Certainly,
we
get
lots
of
requests
for
parking
enforcement
to
your
point
on
Sundays,
so
we
will
have
more
of
that
capacity
to
have
a
close
to
twenty
four
seven
or
24/7
parking
enforcement
structure
and
I
think
that
there
are
each
of
these
trade-offs.
B
G
B
D
E
But
when
you
get
your
st.,
your
your
signals
right
and
that
might
take
a
few
years,
you
know
kind
of
start
with
a
small,
easy
things,
but
you'll
see
the
enforcement
revenue
go
down
and
I
think
that's
part
of
the
data
that
will
make
merchants
happy
because
their
customers
aren't
getting
tickets
and
residents
happy
with
their
visitors,
aren't
getting
tickets
TNCs
I.
Don't
have
any
sympathy
for
that.
H
H
The
city
and
then
what
about
on
some
of
the
neighborhoods
I'm
sorry
I
have
a
cold,
so
it's
I
don't
have
too
cold
or
allergies
whatever
it
is.
It's
clogging
the
brain.
The
restricted
times
for
neighborhood
parking
now
across
the
city
is
variable
across
neighborhood,
but
even
within
neighborhoods
it
is
variable.
Have
we
or
could
we
at
least
sort
of
simplify
that
process
and
I
get
that
some
one
neighborhood
is
different
than
another,
depending
on
you
know:
proximity
to
a
transit
transportation
proximity
to
whatever,
but
just
some
simplifications
that
would
be
I.
I
Well,
constantly
what
we
normally
do
is
we
work
with
our
community
groups
when
we
craft
a
program
to
see
what
problem
are
we
solving
generally
when,
when
neighborhood
groups
come
to
us
and
they
request
a
resident
permit
program,
it's
because
folks
are
coming
in
from
outside
of
their
neighborhood
and
taking
up
those
parking
spaces.
Sometimes
it's
near
a
transit
hub.
Sometimes
it's
near
a
commercial
district,
and
sometimes
it's
it's
overnight
as
in
South
Boston.
I
So
as
much
as
we
try
to
standardize
the
regulations,
we
want
to
make
sure
that
we're
meeting
the
needs
of
the
residents
generally
programs
are
in
effect
for
daytime
hours
between
8
a.m.
and
6
p.m.
and
there
are
some
variations
within
that.
But
generally
that's
the
daytime
program,
and
that
would
be
around
transit
hubs
for
people
coming
in
and
going
to
work.
Basically
around
business
districts.
It
might
be
an
extended
program
into
the
early
evening,
hours
say
until
8
p.m.
I
H
I
H
B
I
February
for
calendar
year
18
through
the
current
date,
just
shy
of
a
million
and
generally
for
a
calendar
year
17.
It
would
be
close
to
eight
million
dollars
total
and
that's
based
on
approximately
1.3
million
parking
tickets
issued
in
the
city
of
Boston
across
all
violations
and
parking
ticket
revenue
in
the
neighborhood
of
62
million
dollars.
J
I
That's
correct:
the
Transportation
Department
does
manage
the
valet
permit
parking
program.
Part
of
their
provisions
of
their
license
is
that
they
must
contract
with
an
off
street
parking
facility
and
provide
us
with
the
location
of
that
facility,
as
well
as
the
the
travel
pattern
that
they
will
take
to
get
from
the
parking
spot
to
the
parking
facility.
We
do
have
enforcement
officers
as
well
as
a
BPD
officer
assigned
to
transportation.
I
They
will
respond
to
any
complaints
with
valet
operations
to
make
sure
that
those
vehicles
are
being
moved
to
off
street
facilities
and
not
taking
up
on
street
spaces.
If
that
is
trying
to
be
the
case,
there
is
a
provision
within
their
permit
guidelines
that
we
will
call
them
in
for
a
hearing,
and
we
can
revoke
that
permit.
If
that's
going
to
be
the
case.
H
K
Thank
you,
madam
chair,
and
thank
you
to
the
panel.
Certainly
well
are
you
leaving
so
before
you
leave?
Let
me
publicly.
Thank
you.
Let
me
at
least
publicly
thank
you.
I
have
several
questions
and
I
know.
I
have
the
opportunity
for
a
sit-down
with
you
later.
Is
this
mic
on
just
to
kind
of
follow
up
so
last
week
you
know
I
had
a
meeting
in
rocks
for
a
for
residents
where
the
chief
and
the
Commissioner
and
other
members
of
your
team
came
out
to
really
address
many
of
the
issues
that
were
talking
about
today.
K
Certainly
residential
parking
came
up,
but
there
were
many
other
issues,
so
I
just
wanted
to
publicly.
Thank
you
and
I
look
forward
to
following
up
these
are
huge
issues
everywhere.
I
go,
you
know,
I'm
hearing
issues
around
transportation,
around
safety,
around
residential
parking
or
just
all
kinds
of
concerns,
and
so
that's
why
I
held
that
meeting
and
why
I
think
that
this
hearing
is
so
important.
So
thank
you
for
for
holding
this
and
for
taking
on
this
conversation,
which
I
know
many
people
are
in
favor.
K
A
B
A
portion
of
it
is
is
funded,
was
actually
funded
two
fiscal
years
ago,
I
would
say
so.
We've
actually
started
the
process,
but
one
of
the
things
that
we've
done,
because
we've
done
serve
previous
parking
censuses,
is
that
we
wanted
to
create
a
system
that
actually
ensured
that
the
data
was
accurate
from
the
start
and
be
that
the
accurate
was
always.
There
was
always
accurate
going
forward
that
it
actually
would
sort
of
update,
as
we
made
adjustments
on
to
our
PPE
unkilled,
Street
or
whatever,
whatever
it
might
be,
that
that
would
automatically
happen.
B
So
the
first
part
of
that
work
was
figuring.
How
can
we
actually
accurately
identify
literally
where,
like
where
signs
are
on
the
street
that
have
parking
rules
on
them?
That
is
sort
of
where
the
foundational
piece
that
piece
is
success?
We
work
with
a
partner
who
can
sort
of
accurately
map
where
signs
are
what
those
signs
say.
B
The
second
piece,
which
is
the
piece
we're
going
through
right
now,
is
basically
converting
signs
for
rules,
and
so
this
is
a
technical
piece
that
they
are,
where
they're,
actually,
where
our
partner
would
be
building
or
will
be
building
a
system
that
can
interpret
okay.
If
you
have
an
RPP
sign
here
and
an
RPP
sign
here,
then
the
curb
in
between
is
resident
permit
parking.
It
has
these
certain
hours.
That
is
the
piece
that
essentially
is
in
front
of
us.
B
That
then,
would
would
have
to
get
integrated
with
our
work
order
management
system
that
PTD
uses
to
actually
update
the
signs.
This
has
been
a
longer
process
than
a
simple
survey,
but
our
hope
is.
It
gives
us
a
path
so
that
it's
not
just
in
we're,
not.
We
don't
have
to
do
kind
of
like
an
annual
investment
in
a
new
survey
of
the
streets,
but
this
is
it's
a
permanent
atlas
that
actually
is
always
accurate.
This
is
something
which
shockingly
a
lot
of
cities
still
are
sort
of
focused
on.
B
So
as
part
of
the
commissioner's
work
with
with
knack
de
with
the
National
Association
of
city
transportation
officials,
there
are
some
conversations
around
their
shared
streets
data
standard
and
if
we
can
create
essentially
a
data
standard
for
parking
that
something
like
this
could
help
performed.
Similarly,
there
are
some
private
large
private
companies
that
are
looking
to
do
the
same
thing,
and
so
we
are.
We
are
hard
at
work
at
this.
B
We
don't
need
to
fund
something
new
at
this
point,
we're
sort
of
doing
the
technical
piece
as
we
expand
the
actual
on
Street
survey
that
we
may
need
to.
We
may
need
some
additional
funding
in
the
future.
I
strongly
agree,
though
I
think
we
all
strongly
agree
with
the
sentiment
that
we're
really
looking
for
better
management
of
our
curb
and
if
we
don't
have
a
measurement
of
what
that
is.
If
we
don't
know
what
our
curb
rules
actually
are
comprehensively,
it's
a
lot
harder
to
do
so
we're
on
a
path
to
get
there.
B
We
hope
to
get
to
that
rolls
engine,
which
is
what
we're
calling
the
current
piece
the
rules
engine
largely
built
between
now
and
spring
of
next
year.
Then
they'll
be
the
integration
piece
with
the
actual
work
order
management
system.
Well
then,
at
that
point,
honestly
of
a
path
of
how
quickly
can
we
get
a
full
sort
of
evergreen,
calm,
sort
of
atlas
of
of
rules
and
sun
city
streets
there
are,
there
are
sort
of
more
brute-force
ways
that
we
could
do
this.
Just
the
concern
is
things?
K
Was
actually
one
of
my
questions
just
an
inventory
around
parking,
the
how
many
parking
spots
are
available
on
the
streets,
so
it
sounds
like
that's
in
process.
I.
Wonder,
though,
are
you
also
looking
at
the
off
street
parking?
So
you
know
my
observation.
As
we
look
at
our
city,
there
are
certain
neighborhoods
that
have
are
more
densely
populated,
yes,
have
triple-deckers
less
parking
off
street
parking
available,
and
then
there
are
other
neighborhoods
that
have
maybe
single-family
homes
they
have
driveways,
etc.
K
So
I'm,
just
I'd,
really
like
to
have
a
sense
of
what
parking
is
overall
in
our
city
and
I
would
never
I
mean
a
I
guess.
I
appreciate
the
entrepreneurial
spirit
of
this
person
on
Craigslist
in
South,
Boston,
renting
out
their
parking
spot,
but
I
think
that
just
adds
to
the
challenges
that
that
we
have,
and
if
people
have
parking
they
should
be
using
it
for
their
own
vehicles
if
they
have
vehicles
as
opposed
to
putting
their
cars
on
in
the
street,
and
so
I
just
think
it's
important
to
include
that
in
the
mix.
B
Actually,
through
and
Kathryn,
can
you
talk
more
about
this
through
our
collaboration
with
ABC
and
off-street
parking
census,
a
rough
off
street
parking
census
was
done.
That
would
be
combined
with
the
on-street
parking
census.
It
would
probably
be
we
could
do
kind
of
a
rough
approximation
of
on
street
parking,
but
there's
a
how
many
has
Angela
parking
spaces
there
are,
but
that
doesn't
help
us
then
understand
what
the
parking
rules
are.
B
So
that's
a
lot
of
our
focus
is:
how
do
we
actually
think
about
adding
the
council
jacobs
point
more
places
for
pickup
or
drop-off
of
packages?
How
do
we
think
about
the
impact
of
removing
lanes
of
parking
for
dedicated
bus
lanes
all
those
four
pieces?
So
that's
the
piece
that
we're
building
but
Kathryn.
You
can
talk
more
about.
D
So
we
did
in
in
this
report
and
again
I'm
happy
I
can
send
it
to
all
of
your
offices.
When
I
get
back
to
my
office,
it's
available
online
to
anyone.
It
was
an
attempt
to
add
an
initial
inventory
of
off
street
parking.
It
does
because
of
because
there
isn't
one
spot
already.
It
did
have
to
pull
from
multiple
sources,
one
two
three
four
five
different
sources
and
actually
I
think
raphy
and
Daka
might
even
be
able
to
speak
to
it
better
than
me.
I
know:
Boston
Fire
Department
has
some
data.
D
K
Can
get
that
information
and
really
understanding
it
by
neighborhood
and
I?
Don't
know
how
you'd
go
about
getting
that
I.
Don't
it's
in
partnership
with
you
know
other
agencies
within
the
city,
but
I
think
it
is
important
to
kind
of
understand
where
there's
available
parking
to
have
a
more
comprehensive
view
of
this.
So
this
just
to
be
clear.
This
380,000
parking
spots
off
street
does
not
include
residential
driveways.
Is
that
what
you're
saying.
D
I
Would
it
would
generally
not
include
the
the
private
driveways,
those
would
be
part
of
someone's
own?
You
know
personal
residence,
but
they
exit
the
project
that
ABC
did
for
us
was
really
a
great
sort
of
data
gathering
by
Nelson
Nygaard
and
they
sort
of
worked
with
the
city
to
identify
what
information
do
we
need
and
the
off
street
parking
spaces
was
really
a
great
tool
to
inform
us
ago.
What
is
that?
What's
the
private
ownership
out
there
and
the
private
availability?
There
are
two
neighborhoods
within
the
city
that
also
participated.
I
And
that
is
something
that
we've
heard
from
community
groups.
It
did
come
up
at
our
council
hearing
as
well.
We
are
certainly
open
to
implementing
you've
paid
parking
meters
and
other
areas
of
the
city
beyond
the
downtown,
particularly
if
they
meet
a
need
of
the
business
community
and
allow
us
to
better
manage
turnover
at
those
spaces
so
that
customers
can
get
to
the
curb
and
get
into
those
locations.
I
Creating
congestion,
not
to
say
that
you
know
by
by
saying
we're
not
going
to
build
any
meets
people's
needs,
but
certainly
building
the
building
housing
around
transit
hubs
creates
an
opportunity
for
transit,
oriented
development,
which
in
turn
allows
a
reduction
in
off
street
parking
ratios,
so
giving
people
an
equitable,
convenient,
reliable
and
accessible
option
to
get
around
is
really
I.
Think
for
the
city
and
transportation
is
key
to
you
know
our
approach
to
better
management
of
transportation
and
mobility
overall
in
go
Boston
2030,
which
came
out
shortly
after
the
ABC
report.
K
So
you
know
at
the
meeting
that
I
held
in
Roxbury
week,
issues
around
engagement,
around
enforcement
really
important
to
turn
over
the
spots,
but
also
equity,
and
so
you
know,
I
think
we're
kind
of
in
a
new
day
now,
whenever
I'm
in
a
vehicle,
it
takes
forever
to
get
from
one
block
to
the
next,
whatever
time
of
day,
whatever
the
weather.
Whatever
day
of
the
week,
it's
this
new,
normal
and
I
think
the
more
parking
we
build.
The
more
cars
that
come
to
your
earlier
point,
so
creating
these
alternatives
are
certainly
an
important.
K
That
being
said,
there
are
many
residents
who
rely
on
their
vehicles.
There
are
many
residents
who
want
residential
parking.
There
are
many
residents
who
don't
want
residential
parking,
I,
think
having
a
system
that
looks
one
that
engages
residents
yes,
but
also
looks
at
need
that
it's
not
just
about
the
squeaky
wheel
or
the
residents
who
have
the
capacity,
the
resources
to
kind
of
organize
themselves,
but
really
thinking
about
how
we
kind
of
roll
this
out
in
a
way
that's
going
to
be
equitable,
is
is
very
important,
so
I
would
certainly
encourage
that.
L
This
is
an
important
discussion
for
us
to
have
across
the
city
many
residents
in
my
neighborhood
in
South
Boston
and
across
district
eight,
to
talk
to
me
about
this
issue.
Every
day
they
tell
me
about
the
greater
need
for
enforcement
for
vehicles
without
resident
parking
stickers.
We've
recently
increased
this
from
forty
to
sixty
dollars.
I
didn't
there
could
be
room
to
go
further
for
those
without
a
sticker,
and
especially
out-of-state
plates
residents
have
also
talking
to
me
about
their
frustration.
L
Looking
for
parking
spots
for
up
to
an
hour
driving
around
only
to
see
the
spot
taken
by
a
from
New
Hampshire
or
Rhode
Island.
The
frustration
is
is
very
real
throughout
my
district
but
the
bigger
issue
for
me.
Certainly,
we
support
various
fee
increases,
but
the
issue
that's
important
to
me
is
Public
Safety.
L
L
Mothers
with
children
and
fathers
with
children
crossing
the
street-
it's
it's
very
dangerous.
I
recently
conducted
a
held
a
hearing
on
Saturday
on
the
corner
of
Farragut
Road
and
in
Broadway
and
South
boss,
and
think
about
a
hundred
people
showed
up
at
9
o'clock
in
the
morning
and
they're
frightened
about
public
safety
about
crossing
the
street.
L
Street
is
used
as
a
cut
through
to
go
up
to
Summer
Street
into
salt
station.
L
I
can
work
with
the
our
office
more
closely
to
have
a
better
public
safety
plan
in
in
South
Boston
the
same
in
the
South
End
crossing
the
streets
is,
is
very
dangerous
in
in
Chinatown
it's
very
dangerous,
so
I
think
we
need
a
comprehensive
plan
from
the
Transportation
Department
to
to
address
public
safety
issues.
I
know
it's
off
topic
a
little
bit,
but
that's
what's
important
to
me.
L
I
No,
we
designate
curbside
space
for
pick-up
and
drop-off
at
valet
zones,
so
there's
no
storage
of
vehicles
at
the
curb
for
valet
operations.
There
are
spaces
allocated,
so
the
vehicle
can
safely
get
to
the
curb
and
then
a
valet
operator
is
required
to
take
that
vehicle
within
at
hotels,
I
believe
it's
15
minutes
and
15
minutes
at
restaurants
and
move
that
vehicle
to
the
off-street
parking
facility.
So.
L
L
One
of
the
one
of
the
big
issues
I
have,
commissioner,
is
you
know
years
ago
you
would
see
a
single-family
in
South
Boston,
it
have
it
have
one
car
and
in
the
house,
and
now
it's
three
condos
and
probably
could
be
nine
parking
spots.
You
know
the
city
and
the
neighborhood
just
can't
sustain
that.
So
you
have
nine
additional
cars
with
residents
stickers
on
on
the
street.
L
I
That
is
an
important
point
counselor,
and
we
know
that.
Certainly
things
have
changed
over
the
last
a
few
decades
in
terms
of
how
our
homes
are
occupied
in
the
city
and,
as
you
stated,
something
that
used
to
be
a
single-family
home,
maybe
had
one
licensed
driver
now
has
several,
but
there's
still
only
that
one
curbside
space
there
currently
is
no
limit
on
the
number
of
parking
permits
that
we
make
available
to
residents
if
they
meet
the
requirements.
L
Thank
You,
commissioner
I
just
want
to
ask
if
your
office
will
work
with
me
in
my
staff
on
public
safety
issues.
That's
that's
critical.
That's
my
number
one
issue.
That's
the
number
one
constituent
request.
I
get
is
Public
Safety,
pedestrian
safety
and
I'm
very
concerned
about
how
elderly
the
disabled
crossing
the
street.
It's
it's
a
big
concern
of
mine.
We.
I
Share
your
concern,
counselor
and
I
know
that
two
of
my
staff
are
actively
working
on
some
of
the
requests
to
improve
safety
at
Broadway
and
Farragut,
as
well
as
the
other
locations
that
you've
identified
to
us
to
put
pedestrian
delineators
and
speed
radar
boards
and
to
improve
crossing
site
distances.
So
we
are
certainly
committed
to
public
safety
and
we
look
forward
to
working
with
you
and.
L
One
final
question,
commissioner:
would
you
consider
I
know
the
mayor
did
an
excellent
job,
mobilizing
the
city
on
reducing
the
speed
limit
in
Boston?
Can
we
can
we
even
go
further
than
that?
Can
we
reduce
it
another
five
miles
an
hour.
I
think
25
25
miles
an
hour
on
city
streets
is
too
fast
I'd
like
to
see
a
20
yard
I'd
even
like
to
see
at
15,
we'll.
I
Work
with
you
consulate
because
there
are
locations
in
the
city
where
we've
identified
them
as
safety
zones
and
if
they're
in
close
proximity
to
a
school,
a
hospital
senior
centers
location
that
have
a
large
amount
of
vulnerable
users.
We
have
reduced
the
speeds
to
20
miles
per
hour.
You
will
notice
some
of
those
already
signed
and
marked,
and
particularly
around
schools
where
we
have
the
school
zone
flashers
and
we
have
signage.
So
if
there
are
areas
that
you'd
like
us
to
look
at,
we
will
certainly
do
that.
Thank.
I
L
M
You
I
just
wanted
to
first
say
thank
you
for
the
work
you've
already
done
and
trying
to
approach
parking
and
how
we've
been
able
to
when
we
do
have
issues
with
parking,
go
straight
to
your
department
and
really
work
with
how
we
can
get
to
a
neighborhood
level.
So
I
wanted
to
thank
the
Commissioner
for
that
I
think
one
of
the
biggest
things
I
have
heard
when
I
reach
out
to
or
when
the
community
reaches
out
about
this
issue,
which
I
would
probably
say.
M
So
so
what
we
wanted
to
do
is
make
sure
that,
as
they
were
paying,
they
were
really
paying
a
real
fine
for
parking
in
our
neighborhood
streets.
So
I
guess
some
of
my
my
my
questions
are
really
more
for
the
folks
from
the
Boston
Cycling
Union
and
just
get
me
help
me
be
more
clear
about
that.
I,
don't
see
enforcement
as
a
big
issue
for
you
and
the
in
your
suggestions
right
now
and
I'm
wondering
why
not
using
and
all
the
tools
we
have
currently
before
we
go
and
invent
new
ones.
M
C
Wouldn't
say
it's
not
a
priority.
I
think
that
what
we
need
to
do
is
really
take
a
look
at
the
system
in
place
and
ask
you
know
how
do
we
get
here
and
how
is
it
serving
or
not
serving
residents
currently
I?
Think
to
the
point
of
we
don't
we're
giving
away
more
permits
that
we
necessarily
have
in
a
given
neighborhood
I
think
is
an
issue
and
it's
going
to
just
create
more
stress
and
strain
over
who's
parking.
We're
on
our
streets,
I
think
that
having
enforcement
come
into
play
down.
C
M
Seems
a
lot
of
your
suggestions
are
more
geared
towards
not
necessarily
parking
reform,
but
just
car
ownership
reform
and
and
almost
making
it
a
little
bit
more
burdensome
to
have
multiple
cars
in
the
city,
and
that's
one
of
the
biggest
critiques
I'm
hearing
from
my
constituents
is
that
these
are
not
alleviating
much.
They
are
placing
burdens
on,
in
addition
to
owning
a
car
which
I've
heard
from
some
folks
from
your
organization,
cars
place,
burdens
on
the
city,
so
I
just
wanted
to
make
sure
we're
very
clear
about
this.
Are
you
are
you?
C
I
would
certainly
not
say
that
I
think
that
what
we're
seeing
is
you
know,
people
who
are
fighting
over
every
inch
of
curbside
space,
and
certainly
in
the
block
for
10
20
30
minutes
up
to
an
hour,
sometimes
trying
to
look
for
a
space
that
doesn't
serve
people
as
well,
and
so
we
have
to
figure
out
what
our
physical
constraints
and
how
are
we
going
to
work
with
them
and
I?
Don't
think
that
that's
actually
putting
the
onus
on
the
ownership
it's
trying
to
figure
out.
M
When
you
talk
about
and
some
of
the
numbers
you
have
in
here
that
50%
of
the
folks
who
make
$25,000
or
less
don't
own
cars
and
then
I
think
7%
of
people
make
$100,000
or
more
actually
don't
own
cars
and
and
talk
about
an
equity
issue.
You
know:
I
live
in
a
district
where
we
have
the
largest
housing
project.
J
M
England
and
across
the
street
for
million-dollar
homes,
so
my
district
I
think
is
a
microcosm
of
income
inequality
and
for
so
many
people
being
able
to
access
and
own
a
car
is
a
sign
of
making
it.
So
these
finds
to
me
are
further
impediment
of
their
access
to
or
being
able
to
get
a
car.
It
almost
seems
like
they're
I,
don't
know
how
we're
making
it
more
equitable
for
making
it
harder
for
poor
people
to
access
car
ownership.
E
M
D
D
The
way
we're
doing
it
now
is
we're
doing
it
by
subsidizing
everybody's
use
of
kerb
space,
and
is
that
actually
the
best
way
to
achieve
the
goal
of
low-income
car
ownership?
I'm,
not
you
know
if
that
is.
If
that
is
a
goal,
you
know,
I
would
say
that.
Is
it
a
car
ownership,
that's
a
goal
or
is
it
mobility
for
everyone?
That's
the
goal,
but
where
we're
addressing
the
that's
fair,
what
we're
not
addressing
is
that
as
a
goal,
the.
M
Question
is
equity
right
when
you,
you
ring
the
bell
of
equity
throughout
your
comments,
constantly
talking
about
equity
and
I'm,
seeing
you
putting
in
a
pediment
that
is
a
burden
stem
on
poor
people,
so
so,
just
with
it
that
kind
of
discourse,
and
so
speaking,
of
equity
and
speaking
of
perspectives
and
being
at
the
table,
tell
me
about
your
organization
and
the
diversity
and
at
the
income
at
diversity.
In
your
organization,
you
talk
about
seniors.
You
talk
about
people
with
disabilities.
Are
your
members
that
are?
Is
your
leadership?
M
C
I
mean
what
we
have
been
doing
has
been
trying
to
listen
to
Bostonians
about
their
parking
concerns,
and
it
has
been
an
issue
that
has
been
brought
to
the
forefront
in
talking
to
residents
and
talking
to
people
who
are
commuters
in
in
the
area
and
yeah.
A
lot
of
this
information
has
been
from
those
concerns,
but
also
looking
at
what
other
cities
are
doing
and
thinking
about
policy,
and
what
do
we
want
to
achieve
as
a
city?
C
You
know,
access
to
opportunity
and
to
move
around
our
region,
and
you
know
we
have
to
figure
out
how
we
gonna
do
that
now
and
I
think
that
this
is
these
ideas.
These
policies
are
some
of
the
tools
that
we
have.
Our
toolkit
I
think
they're
open
for
debate,
and
we
have
to
kind
of
consider
and
weigh
each
each
reform.
So
I.
M
J
D
I
can
I
actually
respond
to
that
a
little
bit.
She
I
completely
appreciate
that,
and
I
am
certainly
not
one
to
speak
about
all
equity
issues
and
as
a
business
member
Association
I
can
guarantee
you.
You
know
our
membership
and
our
leadership
does
not
look
like
in
a
complete
cross
section
of
the
regional
area,
but
I
also,
you
know.
When
we
talk
about
equity,
we.
D
What
I'm
we
may
miss
speak
about
when,
where
the
focus
is,
but
what
I
would
also
say
is
it's
incredibly
unequal
right
now
for
low-income
neighborhoods
to
be
subsidizing
the
wealthy
zone
of
cars
as
well,
and
so
we
are
we're
not
starting
with
an
equitable
system
right
now
and
pretending
that
doing
these
reforms
is
going
to
to
shift
that.
You
know,
I
think
the
way
we're
looking
at
it
is
it's
actually
already
incredibly
an
equitable
in
in
how
its
structured
and
so
we'd
love
to
talk
to
you
about.
D
M
Don't
think
the
debate
is
that
we
want
that.
The
same
thing
I,
think
the
question
is
directed
at
when
you
talk
about
reforms
right
who
is
informing
what
is
a
true,
equitable
reform
for
your
organization,
that
that
is
what
I
mean?
Are
you
hearing
from
the
individuals
in
the
Bunker
Hill
housing
project
or
the
McCormick's
around
the
city?
Who
may
not
have
cars
who
are?
Are
they
at
your
table?
When
you
say
we
are
they
part
of
that
way
in
helping
you
come
up
with
these
reforms?
It
would
make
these
more.
M
This
would
be
stronger
if
they
were
here,
testifying
and
saying
they
wanted
these
things,
the
folks,
the
seniors
that
you're
talking
about
the
people
with
disabilities
if
they
were
the
ones
testifying
about
this.
That's
all
I'm
saying
my
final
question
is:
when
you
talk
about
the
cap
or
you
talk
about
implementing
reforms
that
would
limit
the
amount
of
spaces
that
are
here
or
have
the
spaces
and
permits
reflect
the
car
ownership
here.
What
do
you
do
with
the
cars
that
are
already
existing?
That
might
be
over
that
limit.
E
Would
say
we
have
a
system
right
now
that
you
can
argue,
works
or
not,
I
mean
it.
You
know
it's
an
expensive
system
in
terms
of
people
who
are
paying
for
fines
or
people
who
are
wasting
time
looking
for
parking
and
it's
a
system
and
if
there
are
more
cars
than
there
are
spaces,
I
think
there's
an
element
of
grandfathering,
which
is
we
start
with
a
system
we
have,
and
then
you
put
a
new
system
and
if
it
makes
sense
to
apply
to
people
now
then
apply
it.
E
E
Income
is
a
key
element.
There's
lots
of
different
kinds
of
equity,
I
think
you
know,
there's
issues
of
power
and
there's
issues
of
Education
and
all
kinds
of
things
that
aren't
necessarily
income
related,
but
I
think
is
a
baseline
having
an
affordable
permit
that
is
pretty
easily
accessible
and
that
you
don't
have
too
many
hoops
to
getting
that
and
I'm,
not
sure,
that's
something
that
would
be
a
great
thing
to
ask
the
community,
which
would
be
you
know
if
we
wanted
to
determine
who
should
get
a
discounted
permit.
E
How
would
we
know
who's
eligible
and
they
would
tell
you
well,
you
know,
I
get
this
assistance
and
maybe,
if
I
get
this
I
get
a
discount
a
permit,
but
I
think
that
that
grandfathering
is
a
key
thing.
I
I
will
say
just
on
enforcement
that
it's
who
you're
enforcing
that
is
key,
and
if
it's
your
communities
that
we're
trying
to
protect
that
are
paying
the
fines,
I
think
that's
a
bad
thing
and
there's
very
little
sympathy
for
other
people
who
maybe
should
be
paying
fines.
E
You
know
for
just
I
hate
to
pick
out
transportation,
network
companies,
I
use
them
and
I
like
by
myself.
So
it's
it's
kind
of
hypocritical,
but
I
think
they
are
at
a
juicier
target
for
enforcement,
because
probably
they
don't
vote,
you
know
and
probably
they
are
gonna.
You
know
they
have
a
lot
of
startup
money
backing
them
and
they
can
afford
the
fine
versus
say
your
resident,
who
might
be
low-income,
bought
the
car,
because
it's
an
important
status
symbol
and
now
has
to
pay
$100
ticket.
E
Because
the
system
didn't
work
well,
they
would
have
rather
paid
something
else.
It's
a
question,
so
I
I
feel
it's
a
discussion,
but
we're
just
starting
with
a
system
that
clearly
doesn't
work
very
well.
I'm
gonna
have
to
leave
pretty
soon
because
I
am
flying
out
tomorrow
and
I've
got
a
lot
of
things
to
do
before.
I
leave
but
I'm
happy
to
take
a
question
or
two
more.
If
anyone
has
one.
M
What
about
incentivize
folks
to
not
use
cars
so
have
you
have
you
thought,
in
your
studies,
about
subsidizing
tea
usage,
making
sure
that
the
the
city
provides
free
bus
passes
not
just
for
students
or
reduced
rates,
there's
ways
in
which
you
don't
necessarily
punish
or
find
your
way
out
of
a
problem,
but
you
actually
make
it
better
easier
to
use
public
transportation.
Have
you
thought
about
those
things
I.
C
Think
that
one
of
the
things
that
could
go
to
in
collecting,
potentially
like
new
revenue
for
parking
permits,
you
could
figure
out
programs
that
you
want
to
create
that
could
target
those
those
needs.
And
last
week
we
were
here
for
the
hearing
that
the
city
held
for
the
MBTA's
new
forthcoming
fare
collection
system,
AFC
2.0,
and
one
of
the
things
that
we
are
pushing
for
through.
C
That
is
low-income
fares,
because
there's
an
opportunity
in
revisiting
fair
structures
to
think
about
what
kinds
of
programs
you
want
to
create
to
benefit
low-income
riders
in
other
equity
based
groups,
so
I
think
that
that's
definitely
something
that's
on
the
table
and
could
definitely
work.
I.
Think
what's
important
to
know
now
is
you
know
with
these
new
finds
they're
coming
in
next
week
that
there
are
a?
Is
this
kind
of
stick
approach?
M
You
and
I
just
want
to
commend
our
the
administration's
leadership
on
the
parking
pass
for
the
specifically
for
the
aids
that
help
out
our
seniors.
I
really
do
hope.
We
can
get
that
going
as
soon
as
possible.
I
think
that
that
would
be
a
huge
relief
for
a
lot
of
people
to
have
their
their
their
their
aides
that
help
them
with
the
basic
things
bathing
things
like
that
not
have
to
rush
out
to
get
a
ticket
I'm
gonna,
push
and
and
challenge
the
administration
to
also
consider
the
same
thing
for
our
teachers.
M
I
know,
we've
had
conversations
about
it.
Teachers
have
approached
me
about
how
they're
leaving
the
classroom
to
go
feed
that
meter
or
avoid
a
ticket.
I
know
the
challenges
are
out
there.
I
just
want
to
make
sure
that
we're
say
thank
you
for
the
work
you're
doing,
but
really
we
need
to
push
on
on
other
forms
of
relief
as
well.
Visitors
pass
things
like
that.
A
A
It's
very
different
when
there
are
when
people
don't
have
driveways
and
that's
all
they
have
versus
a
neighborhood
where
most
most
of
the
houses
have
at
least
one
or
two
spots
like
they
could
squeeze
in
right
right
at
the
home,
so
I
mean
there
must
be
a
way.
Is
there
a
way
to
see
from
building
approval
construction
approvals?
How
many
deeded
spots
there
were
presented
in
the
plans?
We
should
be
able
to
catch
that
somehow
right.
A
I
The
data
is
sort
of
scattered,
but
it's
really
up
to
us
to
identify
how
we
can
collect
that
data
and
really
use
it
to
inform
our
parking
policies
and
curbside
management.
You
know.
One
thing
that
we
really
are
focused
on,
though,
is
identifying
the
gaps
in
our
transit
system,
particularly
around
areas
where
people
are
we've
seen
vehicle
ownership
increase
in
low-income
and
foreign-born
residents,
and
we
know
that
a
lot
of
those
people
really
don't
have
good
transit
options,
particularly
early
morning
or
late
night.
I
It's
been
one
of
our
number-one
priorities,
particularly
for
the
chief
and
the
new
urban
mechanics
I'm
working
with
the
MBTA
to
identify
where
those
gaps
are
and
who
we're
serving
with
with
our
pilot
program
with
the
MBTA
to
have
early
morning
service,
and
we
look
at
look
forward
to
working
with
them
for
late-night
service
as
well,
because
that
all
works
together
to
decrease
reliance
on
personal
cars
to
get
around,
and
we
know
that
a
lot
of
people.
They
don't
have
options.
A
And
wanting
to
ask
about
the
city's
willingness
to
think
about
neighbourhood,
specific
pilots,
so
I
mean
councillor.
Edwards
brings
up
some
important
issues
and
I
mean
I,
wanted
ouch
for
at
least
the
organizations
in
the
coalition
that
Andrews,
representing
here
being
at
the
events
that
are
focused
on
social
justice
and
economic
justice
and
coming
from
a
place
where
equity
is
front
center
and
talking
about
improving
bus
service,
which
the
majority
of
residents
served
by
bus
service.
Our
people
of
color
are
our
low-income
residents.
A
If
there
were
so
I
know,
what
I'm
saying
is
that
any
program
that
we
put
in
place
wouldn't
just
be
I,
feel
like
it
because
are
very
slim.
It
would
just
be
a
straight
fee,
and
that
would
be
it.
There
would
have
to
be
considerations
for
seniors
for
low-income
residents,
probably
for
residents
with
disabilities,
etc.
A
The
price
point
would
vary.
There
are
a
lot
of
things,
I
think.
If
there
is
there
a
waitlist
as
there
are
cap
this
and
that,
if
a
certain
neighborhood,
we
could
demonstrate
that
there
was
consensus
around
whatever
list
of
criteria
we
put
together
and
there
were
lots
of
public
meetings
about
that.
Would
the
city
be
comfortable
at
some
point,
doing
a
pilot
of
just
eight,
a
neighborhood
or
multiple
neighborhoods,
but
not
citywide
I.
I
Think
we've
shown
our
willingness
to
use
pilots
as
a
way
to
inform
policy
on
a
broader
scale.
One
program-
that's
works
particularly
well
and
been
successful,
is
the
street
cleaning
pilot
in
Charlestown,
where
we
eliminated
towing,
and
we
raised
the
fine
that
informed
our
proposal
with
regard
to
the
new
parking
fines
that
will
take
effect
on
July
2nd.
I
We
are
now
eliminating
overnight
towing
for
street
cleaning
citywide
and
increasing
the
fine
so
working
with
with
the
council
with
the
community
groups
to
identify
you
know
what
does
this
pilot
look
like
and
what
exactly
are
we
trying
to
learn
from
it
and
how
can
we
make
sure
that
we
structure
it
in
a
way
that
we
collect
meaningful
data
that
can
meet
the
needs
of
the
community
that
we're
trying
to
serve
and
solve
the
problem
out
there,
as
well
as
inform
us
as
we
move
forward?
Okay,.
A
Because
I
think
the
neighborhood
the
way
there
are
certain
neighborhoods
that
are
particularly
stressed
about
the
current
resident
parking
system
and
if
it
were
possible
to
put
together
a
package
of
you,
know
a
certain
price
point,
maybe
with
visitor
parking
permits
available
at
a
at
a
different
price
point,
but
with
commitments
around
enforcement
at
a
specific
level.
So
there
are
a
lot
of
considerations
but
I
think
when
we're
presenting
everything
to
a
community
rather
than
just
saying,
are
you
willing
to
pay
for
something
that
you
get
for
free
right
now?
A
But
you
know
putting
up
putting
a
price
tag
on
on
this
resource
in
this
way,
with
these
conditions
will
give
you
these
benefits
in
return
that
are
concrete
and
tangible,
I
think
is
a
different
conversation,
so
this
was
meant.
This
hearing
was
meant
to
be
just
the
first
of
many
more
conversations
and
future
ones,
hopefully
in
the
neighborhoods
and
districts
that
are
most
affected
and
then
just
find
my
last
question
on
enforcement.
A
Is
there
a
way
to
ramp
that
up
and
that
that's
probably
the
number
one
thing
that
I
heard
as
this
idea
that
we
were
even
having
a
hearing
kind
of
got
out
publicly
people
saying
to
me,
I'd
actually
be
okay,
I
would
be
fine,
paying
something
for
a
residential
parking
permit.
$25
fine
I
would
be
of
able
to
afford
that,
even
though
I
don't
want
to.
However,
I
feel
that
it's
not
right
that
I
would
be
asked
to
pay
even
one
dollar.
A
I
As
the
chief
indicated
earlier
in
our
budget,
we
do
have
a
additional
enforcement
supervisor.
Over
the
past
six
months,
we've
brought
in
and
forth
its
assistant
director
of
parking
enforcement.
That's
looking
at
our
shift
structure
and
on
our
route
analysis
and
deployment
strategy.
You
know
we
also
receive
thousands
of
requests
for
parking
enforcement,
particularly
through
3-1-1.
A
lot
of
those
requests
come
in
after
hours.
A
lot
of
those
requests
come
in
on
the
weekends.
I
A
K
Won't
go
on
too
long,
because
I
know
people
want
to
testify.
So
you
know
this
is
a
again
a
hot-button
issue.
I
know
the
current
system.
If
someone,
if
a
resident
wants
residential
parking
they've
got
to
do
the
kind
of
the
petition
get
all
their
neighbors
or
51%
of
their
neighbors
to
agree,
which
you
know
requires
that
they
really
spend
some
time
some
effort,
some
energy.
They
have
the
capacity
to
do
so.
K
K
D
K
And
I
guess
I
raised
that
earlier
example,
just
as
another
indication
that
our
system
is
broken,
so
51
percent
of
the
residents
on
that
particular
Street
agree.
Maybe
the
other
49
didn't
or
didn't
participate
or
whatever
happened,
but
then
you
still
have
all
the
other
residents
on
the
surrounding
streets.
That
will
be
impacted.
So
I'm,
looking
forward
to
continued
conversation
on
this
very
important
issue
and
I
think
you're
again
for
calling.
I
So
consulate
just
to
sort
of
provide
some
context
for
the
resident
permit
program
in
general.
Our
application
process
is
out
on
our
city's
website.
But
basically,
what
usually
happens
is
we
will
hear
through
the
neighborhood
services
coordinator
for
a
district
and
usually
counselor,
that
folks
are
experiencing
parking
issues
in
their
neighborhoods
and
they
think
that
a
resident
permit
program
might
help
them.
So
we
make
available
the
information
on
how
to
obtain
a
resident
permit
program.
We
generally
require
that
the
petitions
be
submitted
to
us,
but
we
like
to
take
a
zone
approach.
I
Sometimes,
if
it's
a
new
program
and
it's
a
large
area
will
actually
bring
the
city
hall
to
go
truck
out
there
so
that
we
can
issue
parking
permits,
so
folks
don't
have
to
come
to
City
Hall,
but
we
really
want
to
work
with
neighborhood
groups
to
craft
a
program
that
addresses
a
need
not
just
solved
sort
of
a
one-off
problem
on
one
Street.
We
also
will
go
out
and
attend
community
meetings.
We
want
to
present,
you
know,
what's
our
concept
of
a
program
and
what
does
it
look
like
for
you?
I
We
don't
expect
the
residents,
we
don't
want
to
put
that
burden
on
them
to
say
we
want
a
program
for
8:00
to
6:00
or
an
overnight
program.
Let
us
go
out
and
take
a
survey
and
find
out
what
what
are
the
parking
issues
and
what
can
we
work
together
with
to
come
up
with
for
a
solution
for
you
and
make
it
work?
I
can.
K
A
A
G
A
A
You
as
we
sew,
we
have
five
people
signed
up
for
public
testimony
at
this
point
and
if
anyone
else
has
moved
during
the
testimony
you
can,
you
can
jump
in
at
the
end.
I'll
call
the
names
and
if
you
can
make
your
way
down
to
either
one
of
these
two
standing
microphones
on
the
on
the
back
over
here
and
we'll
rotate
from
side
to
side.
So
first
grant
Schaumburg
will
stop
Minh
Cole
Giannini,
Martin,
Brodeur
and
Danielle.
J
Having
said
that,
I
think
that
it
looks
as
though
Boston
and
these
people
who
testified
are
moving
in
a
direction
that,
to
me
is
logical,
but
none
of
them
has
really
stated
that
logical
conclusion,
namely
that
to
ameliorate
the
problems
that
they
cite
in
terms
of
on
street
parking.
The
parking
fees
on
street
should
be
set
at
a
level
or
produce
this
performance
parking,
namely
a
situation
in
which
you
can
drive
up
and
park,
so
charging
for
parking
permits
reduces
the
ability
to
acquire
multiple
permits,
but
it'll
have
only
a
limited
effect.
J
The
more
important
change
is
to
impose
on
street
parking
fees
throughout
the
city,
in
other
words,
I'm
saying
the
logical
conclusion
of
what
I
hear
today,
and
certainly
where
technology
is
available
and
possible
is
to
abolish
the
parking
permit
program
and
charge
fees
for
on
street
parking
that
are
consistent
with
performance,
namely
consistent
with
having
streets
with
parking
places
available.
When
you
need
them,
this
accomplishes
what
streets
are
meant
to
be
for
which
is
to
have
mobility.
J
People
can
come,
they
can
visit,
they
can
use
the
street,
they
don't
have
to
clog
up
the
street
with
driving
around
looking
for
a
place.
So
we
heard
all
of
the
problems
that
are
caused,
but
we
haven't
yet
heard
a
move
toward
what
I'm
proposing,
which
is,
namely
to
have
on
street
parking
fees.
Now
it
doesn't
necessarily
mean
meters,
because
we
have
technology
such
as
transponders
in
other
ways
to
monitor
what's
going
on,
and
those
methods
will
certainly
in
the
future,
be
enhanced,
but
I'm.
J
K
J
J
K
The
fee
structure,
so
are
we
suggesting
that
that
if
I
live
at
a
certain
address
and
my
car
I,
don't
have
a
driveway
in
my
car
and
I?
Don't
own
a
car?
But
if
I
owned
a
car
that
if
my
car
was
parked
in
front
of
my
house,
because
I
don't
have
a
driveway
that
you
would
be
charged
by
the
hour
by
the
minute
by
the
day
by
the
week.
What
what
do
you
envision?
When
you
say
fees
instead
of
well.
J
J
So,
just
like
the
very
good
I
think
experiment,
that's
done
in
Back
Bay,
with
raising
the
fee
of
the
meters
from
the
buck
25
to
375,
you
do
experiments
to
decide
in
individual
neighborhoods
or
even
individual
streets.
What
a
reasonable
fee
is
so
that
there's
parking
available
and
so
mobility
is
enhanced
and
people
aren't
frustrated
and
pollution
doesn't
have
congestion
don't
occur.
Thank.
K
N
My
name
is
Wil
Statman
I
live
at
37,
Revere,
Street
and
I
love
everything.
This
guy
said
he's
absolutely
on
the
right
track
and
to
to
add
to
what
he
was
saying.
There
is
actually
potentially
a
very
simple
way
to
manage
residential
parking
permits,
which
is
to
do
a
census
figure
out
what
the
supply
is
and
then
adjust
the
price
up
so
supply
and
demand
reach
equilibrium.
N
That
would
would
maximize
the
revenue
for
the
city
and
that
could
be
potentially
reallocated
for
things
like
transit
or
if
it's
identified,
that
there
isn't
enough
parking
for
low-income
residents
that
that
money
could
be
allocated
to
help
them
get
permits.
So
really
a
lot
of
parking
issues
come
up,
because
people
think
that
economics
in
supply
and
demand
don't
apply
to
parking,
but
they
absolutely
do.
N
Another
point
I
want
to
make
is
that
this,
this
sort
of
study
of
parking
and
how
to
manage
it
in
Boston
isn't
being
done
in
a
vacuum.
A
lot
of
other
American
cities
are
having
this
problem
and
it's
way
too
easy
to
let
parking
debates
be
about
feelings
or
pseudoscience,
or
anything
like
that.
So
I
want
to
make
you
aware:
there's
a
parking
Bible.
A
O
You,
my
name,
is
Martin
Rhett
I'm,
the
chair
of
the
Neighborhood
Association
for
the
Back
Bay.
So
obviously
my
job
is
to
defend
the
interests
of
residents.
This
is
clearly
a
very
important
set
of
issues
that
we're
dealing
with
how
important
it
is
is
that
I
have
forgone
the
opportunity
to
watch,
live
the
World
Cup
match
between
my
country
of
origin,
England
and
Belgium,
which
started
at
2:00
o'clock,
and
if
anybody
knows
the
score,
please
let
me
know
more
seriously.
O
Sometimes-
and
sometimes
we
agree
makes
a
very
interesting
point,
but
I
think
he
also
then
raises
the
question:
should
there
be
a
distinction
made
between
residents
of
Boston
and
people
who
come
into
the
city
and
need
to
park,
and
if
you
believe
that
there
should
be
no
distinction,
that
being
a
resident
of
Boston
does
not
entitle
you
to
any
advantages
such
as
residential,
only
parking
spaces
compared
to
non-residents,
then
his
argument
has
considerable
considerable
validity.
I'm,
not
so
sure.
That's
the
case,
and
probably
many
of
the
members
of
nab
would
not
agree
with
that.
I.
O
There
are,
however,
other
issues
that
come
up
in
the
question
of
parking,
and
one
that
has
been
raised
is
that
of
fines,
which
have
now
been
increased.
A
couple
of
points
I'd
like
to
make
about
that
one
is:
it
would
really
help,
particularly
for
somebody
say
coming
from
out
of
state
who
thinks
oh
there's
a
free
space.
It
says
residential
only
parking,
but
what
the
heck
I'll
risk
it.
Well,
they
probably
don't
know
what
the
fine
is.
O
Why
not
have
signs
that
say,
and
maybe
you
could
even
cheat
a
bit
and
say
actually
the
fine
is
$1,000
if
you
get
caught
and
that
might
dissuade
them
from
doing
something
that
makes
a
resident
furious.
There's
been
a
fair
amount
of
discussion
of
equity
in
equity,
of
course,
is
something
that's
very
much
in
the
eye
of
the
beholder
I'm,
mindful
of
what,
apparently,
they
do
in
Finland,
which
is
a
country
that,
in
some
respects,
actually
has
been
more
successful
in
achieving
less
inequality.
O
I'll
put
it
that
way
than
in
the
United
States
in
which
finds
the
level
of
a
fine
is
graduated
according
to
the
income
of
the
person.
Who
does
the
violation
now,
whether
that's
practical
or
not?
I,
don't
know,
but
maybe
it's
something
worth
fearing
about
their
thinking
about
other
things
that
one
can
observe
elsewhere.
That
might
be
worthwhile,
considering
that
could
help
the
situation.
O
Congestion,
pricing,
which,
as
you
know
in
several
cities,
notably
London,
has
actually
been
quite
successful
in
influencing
traffic
patterns
that
may
be
completely
politically
impossible.
I
would
also
like
to
see
costs.
For
example,
if
somebody
wants
a
residential
parking
permit
for
a
Hummer,
they
should
have
to
pay
ten
thousand
dollars
because
those
cars
take
out
more
than
one
parking
space,
and
unless
you
have
incent
reasons
why
certain
kinds
of
behavior
are
going
to
be
punished
more
than
others,
you
won't
get
change.
O
O
That
I
know
that's
not
quite
possible
yet
in
Massachusetts
in
terms
of
speeding
in
which
the
speeds
of
cars
recorded
and
if
you
actually
are
traveling
at
or
below
the
speed
limit,
you're
entered
into
a
lottery
at
which
every
now
and
again
a
prize
is
awarded,
and
maybe
that's
a
kind
of
incentive
to
get
people
to
behave
properly,
because
one
thing
that
I've
observed-
and
here
perhaps
we
need
to
have
psychologists.
There
needs
to
be
a
fundamental
change
in
cultural
attitudes
in
the
city.
O
If
any
scheme
is
going
to
work,
I
am
surprised,
for
example,
when
I
see
a
cyclist
who
actually
stops
for
a
red
light,
I'm
amazed
at
the
number
of
apparently
english-speaking
drivers
who
don't
understand
no
turn
on
red
and
all
that
contributes
to
the
dangers
and
the
risks.
As
councillor
Flynn
was
saying,
a
public
safety
honor
Street
in
which
parking
is
one
element,
but
something
that
can
have
a
significant
impact
upon
the
overall
picture.
So
thank
you
again
for
raising
this
subject.
O
We've
had
several
occasions
to
meet
with
Commissioner
fee
andhaka
and
cheap
estates
crystals
within
the
past.
We
will
continue
to
do
so,
and
we
do
look
forward
to
the
time
when,
instead
of
the
Back
Bay
being
a
pilot
that
is
uniquely
singled
out
and
we're
happy
to
do
that
for
the
sake
of
the
greater
good,
there
is
a
Boston
wide
solution,
not
necessarily
the
same
for
every
neighborhood
that
more
or
less
everybody
can
agree
to
in
a
sensible
compromise.
O
P
Thank
you
very
much,
council
will
console
Janie
for
staying
I
do
appreciate
you
hosting
this
today.
I'd
also
like
to
thank
Council
say
comes
office
in
particularly
Catherine
for
being
so
sorry
for
being
so
accessible
throughout
the
past
couple
of
months,
when
I've
been
in
contact
with
them,
I'm
a
resident
of
the
West
End,
possibly
the
most
affected
small
area
of
parking
in
the
city,
also
next
to
the
TD
Garden,
which
greatly
affects
all
movement
in
the
area.
P
I
agree
with
what
many
have
said
before
me
about
enforcement
I
believe
that
if
there's
a
law,
a
rule,
something
if
it's
not
enforced,
it
might
as
well
not
exist.
That
has
been
a
particular
problem
in
the
North
End
I'm.
Sorry
in
the
West
End
circling
the
neighborhood
for
hours,
vehicles
for
Monroe
died,
Rhode
Island
vehicles
from
new
Han,
even
at
some
points,
notifying
on-street
law
enforcement
officers
about
the
issues
and
being
informed
that
there
are
better
things
to
do
at
that
particular
time
than
enforce
parking.
P
Although
I
was
very
enthused
with
my
previous
residence
speech,
particularly
the
Finland
part
I
find
interesting.
I
would
like
to
have
the
equality
of
opportunity
in
the
West
and
that
other
boroughs
have
if
there
were
let's
say,
six,
even
six
daytime
parking
spaces
available
for
West
End
residents,
which
they
are
not
at
this
point.
There
is
no
daytime
parking,
I
believe
in
someone
correct
me
if
I'm
wrong,
please
I
love
to
learn,
but
I
believe
that
there
is
the
only
downtown
neighborhood
that
does
not
have
a
daytime
resident
program.
P
For
me,
myself,
I
work
second
shift.
Sometimes
third
shift.
It's
been
a
terror.
The
past
six
months,
trying
to
access
parking
in
the
area.
My
wife
and
I
began
cutting
costs
to
try
to
save.
You
know
save
money
for
our
future.
We
cannot
afford
375
to
450
dollars
a
month
for
parking.
I
believe
that
that
neighborhood
should
have
the
same.
P
You
know
opportunities
that
other
neighborhoods
have
I
work
very
hard
to
live
there
and
pay
the
high
cost
of
rent
to
live
in
a
safe,
neighborhood,
very
different
than
the
neighborhood
I
grew
up
in
and
my
wife
grew
up
and
we
once
a
live
in
a
very
safe
neighborhood,
but
I
also
absolutely
need
my
car
for
work.
I
travel
around
the
state
I'm
unable
to
access
many
of
the
programs
that
I
would
like
to
access
and
some
that
my
wife
accesses,
such
as
the
bike
share
programs,
walking
the
metro,
etc.
P
As
I
said
earlier,
I
would
really
enjoy
if
they
were
even
one
Street
that
is
designated
for
resident
parking.
I,
remember
as
a
child.
My
dad
told
me
if
you
didn't
make
the
top
three
try
harder.
Circling
is
an
issue
for
everyone
in
the
city.
I,
don't
believe
that
everyone
will
ever
be
fully
satisfied
with
the
parking
program.
There
will
never
be
enough
spaces,
we
can
try
and
we
can
talk
about
it.
What
the
issue
seems
to
be
to
me
is,
for
instance,
the
resident
parking
program
implementation
this
this
petition.
P
Logistically,
that
program
does
not
work
for
everyone
in
the
city,
such
as
speaking
about
my
situation.
Some
of
the
I
believe
the
the
parameters
for
that
particular
program
are
fifty
percent
of
the
residents
on
the
street
that
you're
asking
for
the
residential
program
to
be
implemented
on
have
to
live
on
the
street.
Logistically
that
doesn't
work
in
some
neighborhoods.
P
Most
of
the
people
who
live
in,
for
instance,
where
I
live
at
the
Longfellow
towers,
do
not
park
on
Stanford
Street
they
park
on
the
adjacent
street
lamaze
new
way
or
Lancaster
Street
across
so
when
I
was
told
originally
by
BT
D
and
a
neighborhood
liaison
that
we
don't
even
qualify
to
make
a
petition.
I
mean
first
off
you're,
looking
at
putting
together
a
petition
of
maybe
ten
thousand
residents.
P
Half
of
that
is
five
thousand
fifty
one
percent
that
is
kind
of
a
lot
to
ask
of
a
resident
to
do
if
they
just
want
to
implement
a
simple
parking
program
and
also,
if
they
don't
even
qualify
for
that
program
because
they're
not
on
the
street,
that
they're
asking
for
the
program.
I,
don't
see
how
that
is,
gonna
work,
so
I
I,
thank
everyone
for
being
here
and
listening
and
hearing
these
concerns
and
I
would
just
really
stress
that
I
think
a
lot
of
the
current
laws
are
good.
P
A
lot
of
the
current
things
that
are
in
place
are
good.
Does
it
need
to
be
changed?
Absolutely?
It
can
always
be
changed.
It's
not
always
gonna
suit
everyone,
but
without
the
enforcement
of
that
with
without
the
constant
flow
of
people
coming
and
parking
in
a
neighborhood,
for
instance
such
as
mine,
that
only
has
a
limited
amount
of
space
space
is
already
for
residents.
It
seems
that
any
further
passings
of
anything
would
be
almost
frivolous.
So
thank
you
very
much.
A
Q
Q
End
I've
been
there
for
almost
10
years,
I'm
parking
as
a
bit
of
a
hot-button
issue
for
me,
because
I
feel,
like
I've,
paid
more
than
my
fair
share
of
penalties
and
costs
associated
with
fees
and
towing
and
so
on,
living
in
the
South
End
and
as
a
single
mom
who
works,
nights,
odd
hours
and
just
coming
home,
and
you
know
circling
and
circling
and
not
being
able
to
find
that
spot.
And
you
know
having
a
baby
in
the
back
and
you
know
just
money
to
get
home.
Q
So
I
guess
I
was
actually
here
today
to
Kontest
a
ticket.
So
I
did
some
years
ago
advocate
for
Mass
Ave
to
be
turned
into
to
allow
parking
on
Mass
Ave
and
to
be
resident
parking
and
I'm,
really
glad
that
the
city
responded,
and
that
has
happened
and
that's
definitely
helped.
But
I
also
want
to
just
encourage
the
councillors
and
the
decision
makers
here
to
be
aware
of
the
impacts
on
low
and
moderate
income
residents,
in
particular,
with
increasing
fees.
Q
Boston
is
becoming
a
city
of
greater
income
disparities
and
I'm.
Seeing
you
know
a
lot
of
the
new
residential
buildings
in
my
neighborhood
and
other
neighborhoods
really
being
targeted,
I
feel
too
young
childless
households
who
can't
afford
a
market
rate.
You
know
they
want
a
bike
to
work
or
use,
uber
ease
and
just
a
cart.
You
know
it's
like
I
feel
like
it's
an
urban
planners
kind
of
dream
to
have
envision
like
this
Carla
society,
but
I
feel
like
it
really
doesn't
completely
square
with
reality
or
an
equitable.
Q
It
could
be
pretty
financially
devastating
to
get
towed,
so
I.
Don't
think
that
enforcement
is
the
only
answer
and
I
also
think
that
the
city
councillors
should
be
aware
that
some
people
really
do
need
a
car,
and
it's
not
just
I,
hear
you
know
MBTA.
Why
don't
we
do
it
late
night
early
morning?
That's
gonna
solve
it,
but
not
really,
because
you
know
there's
home
health
care
workers
that
work
all
over
the
city.
There's
people
that
work
in
areas
that
the
tea
doesn't
go
to.
Q
Reducing
vehicles
isn't
necessarily
a
possibility
for
everyone.
So
a
couple
of
things
other
causes
I
feel
like
that
are
impacting
the
tight
parking
situation.
Luxury
housing
does
charge
for
the
parking
and
I
think
that
that's
one
of
the
things
that
the
resident
parking
fee
is
intended
to
kind
of
incentivize,
but
I
know
that
I
don't
know
if
it's
that
fee
is
enough
to
really
and
make
the
impact
that
it's
intended
to
have,
and
you
know,
even
in
those
affordable
units
that
are
in
these
luxury
buildings
who
can
afford
to
pay.
Q
You
know
a
hundred
what
they
charge
for
parking
in
these
new
luxury
units
like
even
if
you
can
qualify
by
income,
you're
not
going
to
be
able
to
pay
for
the
parking.
So
it's
that's
I
think
one
of
the
reasons
that
we
have
so
many
unfilled
units
and
then
the
last
couple
of
things
film
permits
I
feel
like
every
time.
There's
a
movie
in
Southend
takes
up
a
lot
of
parking
spots
may
be
looking
at
other
opportunity.
Other
areas
of
parking
that
are
available
that
are
not
being
used.
Q
I
know
that
the
Carter
School
allows
people
to
park
there
until
7
a.m.
at
the
hurry
it's
only
until
5:00
and
which
is
kind
of
difficult,
but
there's
you
know,
Boston
Water
and
Sewer
parking
lots,
there's
other
Lots
that
are
owned
by
the
city
and
if
overnight
parking
could
be
permitted
there
I
feel
like
it.
Could
you
some
of
the
strain
so
I
would
be
in
favor
and
short
of
having
some
kind
of
limit,
like
maybe
one
permit
parking,
permit
parking,
sticker
per
household
and
maybe
a
fee
after
that?
Q
A
Okay,
then
I'll
just
conclude
by
saying
I
so
appreciate
everyone
taking
the
time
and
all
the
feedback
and
I
know
there's
a
lot
of
interest
in
giving
more
feedback
out
in
the
neighborhood.
So
this
was
purposely
just
an
initial
session
at
City
Hall,
mostly
to
hear
from
our
regulators
and
the
advocates
who
have
been
very
plugged
in,
but
that
we
will
take
it
around
the
city
at
night
and
and
outside
of
City
Hall.
There's
no
specific
proposal
on
the
table
now.
So
it's
not
like
you
should
be
on
edge
awaiting
a
council
vote
on
anything.
A
My
goal,
I
think,
will
be
to
understand
neighborhood
by
neighborhood
what
the
situation
is
as
the
citywide
parking
census
is
being
completed
and
to
talk
about
what
is
the
right
package
look
like
in
each
neighborhood?
It
will
be.
There
will
be
some
combination
of
what
the
you
know.
Any
potential
fees
number
of
permits
for
household
potential
exemptions
where
the
revenue
might
go
to
and
what
other
benefits
come
with.
That
is
that
a
visitor
parking
program?
A
Is
it
something
else
so
much
more
to
come,
but
thank
you
so
much
for
bearing
with
us
and
for
your
time
do
you
have
any
final
thoughts?
Councillor
Janey!
Thank
you.
So
this
will
conclude
our
hearing
on
docket
number
zero
173
order
for
a
hearing
on
Boston's
resident
parking
permit
program.
This
meeting
is
adjourned.