CONTEXT - Spring 2025 by AIA Philadelphia

THE PARKING ISSUE

Parking Wars and Parking Garages

Philadelphia is a City on the Move

The Future of Driving

Design Profiles: Transit Facilities

2025 BOARD OF DIRECTORS

Danielle DiLeo Kim, AIA, President

Catherine Broh, AIA, President-Elect

Brian Smiley, AIA, CDT, LEED BD+C, Past President

Robert Shuman, AIA, LEED AP, Treasurer

Richard J. Davies, Esq., Hon. AIA, Secretary

David Hincher, AIA, LEED BD+C, Director of Sustainability + Preservation

Phil Burkett, AIA, WELL AP, LEED AP NCARB, Director of Firm Culture + Prosperity

Jesse Mainwaring, AIA, Director of Technology + Innovation

Elsa G. De León, Assoc. AIA, Director of Equity, Diversity + Inclusion

Ximena Valle, AIA, LEED AP, Director of Design

Kevin Malawski, AIA, LEED AP, Director of Advocacy

Fauzia Sadiq Garcia, RA, Director of Education

Danielle Fleischmann, AIA, Director of Strategic Engagement

Michael Johns, FAIA, NOMA, LEED AP, Director of Equitable Communities

Ian Smith , AIA, NCARB, LEED AP, NOMA, PhilaNOMA Representative

Nick Jabs, AIA, PLA, ASLA, At-Large Director

Andrew Ferrarelli, AIA, At-Large Director

Cory Robbins , At-Large Director

Erin Urffer, Assoc. AIA, At-Large Director

Michael Penzel, Assoc. AIA, At-Large Director

Scott Compton, AIA, NCARB, LEED AP, AIA PA Representative

Mitchell Schools, Assoc. AIA, Director of Philadelphia Emerging Architects

Raphaella Pereira, Assoc. AIA, Director of Philadelphia Emerging Architects

Tya Winn, NOMA, LEED Green Associate, SEED, Director of Equity, Diversity + Inclusion and Public Member

Eleanor Sharpe, Urban Planner and Public Member

Rebecca Johnson, Executive Director

CONTEXT EDITORIAL BOARD

CO-CHAIRS

Timothy Kerner, AIA, Terra Studio

Harris M. Steinberg, FAIA, Drexel University

Todd Woodward, AIA, SMP Architects

BOARD MEMBERS

David Brownlee, Ph.D., FSAH, University of Pennsylvania

Julie Bush, ASLA, Ground Reconsidered

Clifton Fordham, RA, Temple University

Fauzia Sadiq Garcia, RA, Temple University

Milton Lau, AIA, BLT Architects – a Perkins Eastman Studio

Jeff Pastva, AIA Scannapieco Development Corporation

Dana Rice, AIA, CICADA Architecture Planning

Eli Storch, AIA, LRK

Franca Trubiano, PhD, University of Pennsylvania

David Zaiser, AIA, HDR

STAFF

Rebecca Johnson, AIA Philadelphia Executive Director

Daphne Gsell, AIA Philadelphia Volunteer and Content Coordinator

Jody Canford, Advertising Manager, jody@aiaphila.org

Lee Stabert, Managing Editor

Courtney Edwards, Marketing Consultant

Anne Bigler, Graphic Designer, annebiglerdesign.com

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April 17 - Meyers Brewing

May 15 - Dock Street Brewery

June 26 - Bill's Best Brewery

July 17 - Other Half Brewing

August 21 - Victory Brewing

COMMUNITY

Members and Friends: Where do you put your car?

It’s a simple, seemingly mundane question. But Philadelphians and parking have an interesting relationship, to say the least. Parking happens in the center of Broad Street. Up on a random curb in Fishtown. In places that other cities… would never.

Urban planners already know that parking informs so much about our city, from the shape of our neighborhoods to the cost of housing. But for many of us, it’s a piece of infrastructure that doesn’t get the level of attention it deserves. Parking is an afterthought — until we’re looking for a space to do it. I’m especially grateful to the editors of this issue, Fauzia Sadiq Garcia and Julie Bush, for examining parking in Philadelphia in such a creative way.

In May, we cannot wait to host Home Tours once again. This signature event connects our residential architects with the public so they can understand more deeply what architects do, and, importantly, the value that architects bring to the table. We’ve moved it earlier in the calendar (and out of the DesignPhiladelphia Festival) to give it plenty of room to shine, and to take advantage of the natural inclination to get out and about in the springtime. This year’s selection of homes reflects the evolving needs of urban living and demonstrates the value of the collaborative process between architects, homeowners, and design professionals. It will be fun!

And don’t forget to mark your calendars for one of our most impactful and informative yearly events: AIA Philadelphia’s Annual Meeting. It will take place 5:30 - 7:30 p.m. on Thursday, April 24, 2025. I hope you’re planning to join us. The event will feature a fireside chat with Evelyn M. Lee, FAIA, the 2025 AIA National President, and Danielle DiLeo Kim, AIA, the 2025 AIA Philadelphia President. Their conversation will explore non-traditional career paths in architecture, how AI is shaping the profession, affordable housing, and more. We are also looking forward to welcoming Jessie Lawrence, the Director of Planning & Development for the City of Philadelphia, to participate in the meeting.

This spring, as we welcome a new season of growth and change, may we all stay connected and hopeful for what’s ahead.

All my best,

Rebecca

Introducing the 2025 AIA Philadelphia Board of Directors

Congratulations to the 2025 AIA Philadelphia Board of Directors! This year’s board was inducted in January and is already deeply engaged in committee work and network building.

If you’re interested in becoming a board member, reach out to any current board member or keep an eye on your inbox later this year for the annual call for board nominations.

THE VALUE OF AN ARCHITECT

A home is more than just a place to live, it’s a reflection of who we are and what matters most to us. This year’s AIA Philadelphia Home Tours, taking place on Saturday, May 17 , offer a rare opportunity to peek inside five of the city’s most beautiful and innovative homes, showcasing the transformative impact that working with an architect can have on residential spaces.

Home Tours offer a first hand look at the power of collaboration between architects and clients, and how it makes spaces that are more functional, beautiful and sustainable. These homes reflect the unique needs of their owners while also exploring how thoughtful, purposeful design can foster connection and well-being for all.

This year we’re featuring spaces designed by Onion Flats Architecture, KJO Architecture, Terra Studio, Re:Vision Architecture, and Lauren Thomsen Design. The architects will have team members stationed throughout the homes to engage with visitors about architectural details and answer questions. Register now at aiaphiladelphia.org/events.

Rust House, Onion Flats Architecture PHOTO: SAM OBERTER

House B, KJO Architecture PHOTO: SAM OBERTER

Fairmount Trinity Revival, Re:Vision Architecture

PHOTO: RE:VISION ARCHITECTURE

Wynnewood Modern Tudor, Lauren Thomsen Design

PHOTO: ARCHETYPE PHOTO, KORIN KROSSBER

Logan Square House, Terra Studio PHOTO: JEFFREY TOTARO , , , , and

PARKING WARS BOOK REVIEW

THIS BOOK SHOULD BE REQUIRED READING FOR ANYONE TRYING TO UNDERSTAND THE TRUE COSTS OF OUR

CAR-CENTRIC CITIES AND SUBURBS

REVIEWED BY JULIE BUSH

“Parking determines the size, shape, and cost of new buildings, the fate of old ones, the patterns of traffic, the viability of mass transit, the life of public space, the character of neighborhoods, the state of the city budget, our whole spread-out life in which it is virtually impossible to live without an automobile.” — Henry Grabar

One of the primary issues raised at my neighborhood association’s zoning committee is parking. Developers want variances for less parking. Neighbors want more parking. At the same time, residents are asking for more affordable units to help make our quickly gentrifying neighborhood more equitable. As a design professional, I see how they are related, but find it difficult to successfully articulate why we can’t have it all without sounding like I’m on the side of the developer. Well, that changes with the information in Henry Grabar’s book, Paved Paradise: How Parking Explains the World. In fact, I’d argue that this book should be required reading for anyone tackling these thorny issues around parking, housing, density, transportation and community.

A book about parking might sound a bit dry, but Grabar opens with a street fight over a parking space that escalates to assault involving multiple people. The narrative continues in a similar way, offering real life stories from activists, developers, politicians and parking attendants. Everyone wants free parking, in front of their destination, available when needed. But Grabar meticulously explains that parking is never free — it determines so many elements of our designed environment that we haven’t realized the full cost we’re paying.

The book is divided into three parts: What A Mess We Made, Charging For Something Everyone Expects For Free, and How To Fix The Parking Problem. All three sections feature examples of the history and the failures, with some solutions sprinkled throughout the first two parts. The book tackles the parking issue both in terms of new development and street

parking within the right of way — both of which affect all of us as planners, architects, landscape architects, and people that move through cities and suburbs.

New development parking minimums required by code affect the shape of our designs, the column grid spacing, and the leftover open space, if any. Looking at the history of the parking minimum code requirements, Grabar shows that the quantities required are arbitrary and don’t always use the same baseline — some requirements consider square footage, others consider maximum occupancy or maximum trips, and most are not specific to place.

There are multiple examples of well-intended projects that failed because of parking minimum requirements, including a church that was intentionally looking for a neighborhood location that its parishioners could walk to. They couldn’t afford to buy land that would accommodate both parking and a church. In fact, the book says that the construction of buildings comprised of two-to-four units in the U.S. fell more than 90 percent between 1971 and 2021 — builders couldn’t afford the land to accommodate the required surface parking or the construction cost of structured parking. This leads to urban sprawl or very high density, and nothing in between.

The book repeats itself throughout, utilizing different arguments and different examples to really drive its points home. Grabar often mentions the hypocrisy of planners or politicians that are committed to fighting climate change and encouraging biking, walking, and transit, but still require builders to include more parking.

In terms of street/right-of-way parking, problems in cities started as early as the 1920s. People loved meters when they were first introduced in the 1930s because they created order and more turnover for parked vehicles, which pleased shop owners. By the 1950s/60s they fell out of favor, which happens to be around the same time that shopping malls — ringed with tons of free parking — started attracting more people to the suburbs to do their shopping. This led cities to imitate that experience and build more parking garages. I actually remember playing with my father’s metal toy parking garage from the 1950s, an early sign of the idolized car and parking culture we grew up in. Looking back, my toy garage was only ever half full because I didn’t have enough toy cars to fill it.

Philadelphia gets a number of fun shoutouts throughout the book. Did you know that we have 2.2 million parking spaces or 3.7 for every household? The Philadelphia airport parking scam of the early ’90s takes up a good part of a chapter: An organized crime ring internal to the PHL parking garage would count long-term parkers as short-term and pocket the difference. Investigators estimate the grift netted the scammers $3.4 million over four years, but after the arrests, revenue was up by $7 million. Grabar also mentions the show Parking Wars, which takes place in Philadelphia. The shout-outs weren’t making the city look all that great, but at least we didn’t sell our meters to Wall Street like Chicago did in the ’90s. That said, I was disappointed when he mentioned the pedestrianization of Times Square in New York City in 2009, but didn’t mention how the parking lot in front of the Philadelphia Museum of Art became a temporary park called The Oval just a year later in 2010.

Part Three offers multiple solutions, including demand-based pricing for meters to increase turnover, making it easier to park and reducing traffic — people won’t be circling looking for parking. Higher parking rates could also be a boon for transit and bike share use. Another idea is changing new development parking minimums to parking maximums and refer to minimums as “costly parking mandates” which are passed down to the renters, shoppers, etc. One solution that I found really interesting was charging more for long-term street parking. Many of us, myself included, own a car, but leave it unused for days at a

time. The book didn’t say how this would be implemented, but you could easily envision higher permit parking pricing. The suggestion mentioned in the book was $5.50 a day or the price of a round trip on NYC transit. The money raised could go directly into transit infrastructure, flipping the cost to make car owners pay and transit rides nearly free. The author acknowledges the claim “that reducing parking availability, or increasing its price, is a penalty that falls on the backs of those that can least afford it.” He makes a different argument: “I can understand how this claim is compelling if you cannot picture a world of better parking, where housing is affordable and easy to build, driving is optional, streets are pleasant public spaces for children and the elderly, and a parking spot is available when needed.”

Overall, this book is a must-read for anyone interested in design, whether it’s from a larger planning scale or an individual building design scale. ■

How Parking Explains the World by Henry Grabar

Philadelphia City Planning Commission has been successful in limiting parking requirements in dense and transit-oriented zoning districts where parking requirements do not serve a clear purpose and can unnecessarily increase the cost of housing development.

Are parking fees (meters, tickets, permits) invested into improving our streets and sidewalks?

The Philadelphia Parking Authority’s (PPA) revenue is split between the School District of Philadelphia (SDP) and the City’s general fund. This split is determined by state legislation, which establishes percentages for PPA, SDP, and the general fund.

What is new and exciting in the Philadelphia parking world? Any changes that you are looking forward to?

Curbside EV Charging: The City is actively pursuing policies to expand access to EV charging infrastructure. In particular, we are focused on neighborhoods with high percentages of multifamily housing and rowhomes where folks might not be able to charge at home overnight. We are actively pursuing strategies to introduce curbside EV charging in these neighborhoods through federal grant opportunities and through a recent RFP to establish a public/private partnership for curbside EV charging throughout the City.

Curb Digitization: The City’s Smart Cities Department received a grant from the U.S. DOT through the Smart Grant program to digitize the curb in partnership with PPA. This will allow both the City and PPA to quantify parking throughout the city and to make informed policy decisions. This work will also facilitate expansion of Smart Loading Zones, which improve commercial deliveries throughout the city.

Increased enforcement of parking regulations: Executive Director Richie Lazer has been very effective in increasing enforcement of illegal parking, including daylighting of intersections and ensuring our sidewalks are safe for pedestrians across the city.

Are there any parking precedents in other cities that you think would be appropriate for Philadelphia?

Seattle, San Francisco, and Minneapolis are doing some really exciting work around digitizing the curb, pricing parking to encourage turnover, and digging into curb management. Digitizing the curb is the first step in understanding occupancy, and parking supply and demand across the city. There is a lot that can be done to manage all of the uses of the curb that happen every minute of the day here in Philadelphia.

Christopher Puchalsky is Director of Policy and Strategic Initiatives in the City’s Office of Transportation and Strategic Initiatives (OTIS). He leads transportation policy and planning work at the City and oversees the Office of Multimodal Planning, the Indego and bus shelter systems, and the overall partnership with SEPTA.

CONTEXT: Since our issue is all about parking, can you describe how the City is using parking to benefit cyclists? Are there any other modes of transportation that parking design also benefits?

CHRISTOPHER PUCHALSKY: Getting the right parking policy benefits everyone. The big change in mindset in the field is from managing “parking” to managing “the curb” — i.e. we have this limited resource of curb space. How do we best utilize it to manage a number of different policy objectives? There are tradeoffs. There is more demand for curb space than available space. Ensuring space for all the ways that people use automobiles is important for quality of life in Philadelphia. But these uses need to be done in a way that doesn’t endanger others.

Managing the curb space benefits people who are using buses and trolleys. We improved the regulation of curb space on Chestnut Street to reduce the amount of time that buses were blocked by double-parked vehicles, but also to provide a legal space to drop off passengers and deliveries. This project was one of the precedents for the

“

We’re always looking at ideas from other places and thinking about how to “Philadelphia-ize” them. We’re also bringing a lot of transit improvement ideas to our streets from other cities.

current work to improve parking and loading on Spruce and Pine Streets.

Daylighting intersections and improving sight distances at intersections and driveways, by ensuring that cars are not parked right up to the crosswalk, improves the safety for people driving, walking, and biking.

Can you describe the legislation that will allow for parking protected bike lanes and where is that legislation in the process?

The motor vehicle code has a provision wherein people need to park within 12 inches of the curb or edge of the roadway. While we think the existing motor vehicle code allows for bike lanes that are separated or “protected” by a row of parked cars, PennDOT would like more explicit provisions allowing this design. These designs have been proven effective not only in Philadelphia but across the country in improving safety outcomes for people biking, but also for people walking and driving.

The legislation got farther this last session than it ever has, but did not pass and, like all bills, died at the end of the session. We’re hoping that this common-sense technical fix will be reintroduced this session and become law.

Has Philadelphia ever considered an emissions tax (aka congestion pricing) similar to London or New York?

Not at this time. We are focused on measures to support an equitable EV transition and to support mode shift towards transit, biking, and walking.

Please share any new projects in Philadelphia that you are excited about.

So many! We’ve won a lot of federal and state grants for projects that we now need to implement. Projects such as the Chinatown Stitch, expansion of the Indego system, and the redesign of Castor Avenue. As 2026 celebrations approach, there’s excitement building to get the city ready for America’s 250th birthday. Construction has started on

a project to transform Market Street in Old City by adding sidewalk-level bike lanes, new bus boarding platforms, and a new curbless plaza at the intersection of 2nd and Market Streets. We’re also preparing for all the FIFA, MLS, and MLB fans to join us in Philadelphia in the summer of 2026 — all of our regional transportation partners will make sure people can get to all of the incredible events happening safely and sustainably, and maybe without bringing their cars!

We’re also very excited about the projects that were built in conjunction with the Department of Streets the last several years. It can take years for people to adjust their travel habits to new infrastructure around them. Projects like the twin bike lanes on Chestnut and Walnut streets in West Philadelphia, for example, will continue to attract people to cycle for either transportation or recreation for years to come. Projects like “Broad, Germantown, and Erie” are just finishing construction and will improve the quality of life for residents and businesses at this important North Philly intersection.

Can you describe any good street design precedents in other cities that you would like to see here?

We’re always learning from other cities. Protected intersections have been on our aspirational list as we’ve seen them roll out in cities such as Chicago and Salt Lake City. Like many ideas from other cities, it’s been more of a challenge to implement here because so many of our streets are smaller than those in municipalities out west. We’re always looking at ideas from other places and thinking about how to “Philadelphia-ize” them. We’re also bringing a lot of transit improvement ideas to our streets from other cities. We’ve seen bus boarding platforms along protected bike lanes elsewhere and are bringing that idea to Philadelphia. We’re also painting our major bus lanes red after seeing success in places such as New York and San Francisco. ■

THE FUTURE OF DRIVING

NEW TECHNOLOGIES,

FROM AUTONOMOUS VEHICLES, TO GREEN ENERGY, TO FLYING TRANSPORTATION, ARE SET TO TRANSFORM OUR STREETS AND OUR CITIES

BY FAUZIA SADIQ GARCIA

While brainstorming content for this parking-themed issue, we couldn’t help but wonder, what will the future of driving look like? Will we have flying cars like in Blade Runner? Will parking have a different connotation to us, with streets returning to pedestrians and clean technology utilized for transportation? With technological advancement exponentially evolving through artificial intelligence (AI), we are on the cusp of a major shift in planning and design. We don’t have a crystal ball to predict the future, but we can share some innovative ideas and prototypes.

Dynamic wireless charging for electric vehicles is being piloted in Detroit

The automotive industry has pivoted to electric vehicles (EV) as a cleaner alternative to internal combustion engines. This major transition has not been without growing pains. Some aspects to consider: In the event of a severe accident, the EV battery box could burn for several hours; batteries are considered hazardous waste with sporadic recycling centers in the United States1 ; battery life is compromised in colder climates with a charge not lasting as long; battery replacement is almost the same cost as purchasing a new car; charging stations aren’t currently available everywhere; and waiting hours to charge your EV on a long road trip just isn’t appealing to most Americans.

Dynamic wireless charging for electric vehicles is being beta-tested in Detroit, Michigan, on the nation’s first public

EV-charging roadway 2. This technology provides continuous charging while in-motion — a charging mechanism (inductive charging through copper coils and a patent receiver) is installed below the road surface (above).

According to MDOT Director Bradley Wieferich, “Developing electrified roadways may be the catalyst to accelerate interest and acceptance of EVs for all consumers. Making it easier for EV users to find a reliable charging source without disrupting their commute supports both fleet operations and passenger travel.”

For this type of technology to be adopted nationwide, significant federal investment is required (beyond the Bipartisan Infrastructure Law 3 ), along with a shift in mindset on capital spending that hasn’t been seen since the Federal-Aid Highway Act of 1956 which created our present-day interstate system 4. In researching the Highway Act, I was struck by how

BIGGER FLEETS AND SHORTER FLIGHTS

In 2030, passenger advanced-airmobility operators could rival today’s largest airlines in flights per day and fleet size

hydrogen and oxygen using renewable energy power7. In 2023, North America’s largest green hydrogen plant began operations in California. There are hopes that this sector can impact industry, transportation, energy storage, and aeronautics. In my opinion, hydrogen has the most potential in a cleaner future since, unlike lithium, it doesn’t need to be mined to create batteries and there’s no waste in the product. Automakers are pivoting to hydrogen fuel cell cars and dabbling in urban planning to project their idealized vision. In fact, Toyota started construction on their master planned city — Woven City, located at the base of Mount Fuji — powered by hydrogen fuel cells8. They envision a collaborative community to co-create, test and build products that address everyday aspects of life including movement of people, goods, information and energy. Toyota hired Bjarke Ingels Group9 for the master plan. The design utilizes fully autonomous robots assisting with drone deliveries, at-home care and prototyping new ideas. Underground is a built-out infrastructure for hydrogen production/distribution, and an autonomous goods delivery network. Akin to Disney’s underground infrastructure, this system would be fully automated to leverage more access to nature for residents above. Tracking this project should provide great insight into our future cities.

Finally, I had to address the dream of flying cars — it’s not as far fetched as we think. NASA is funding research into Advanced Air Mobility (AAM), using air transportation in low altitudes for passenger transport, cargo delivery and public service necessities10. AAM uses Electric Vertical Takeoff and Landing (eVTOL) aircraft that can be powered by hybrid electric systems, batteries or potentially hydrogen fuel cells. Landing space is not required since the aircraft goes directly up or down. They range in size from single passenger to large shuttles, and don’t generate the noise that we are familiar with in helicopters. In fact, during the 2024 Paris Olympics, an eVTOL company made its debut with a crewed test flight. By 2030, firms predict that AAM operators could rival traditional airlines in flights per day, length of travel time, and fleet size

BELOW: An example of a Vertical Takeoff and Landing Aircraft

(see above). Coupled with autonomous flying, this could be our next big step in transportation. Imagine sitting back and relaxing while sky-trippin! As designers, the landing pads will become crucial since rooftops might very well become the new “front door” to a building.

The next decade will likely see advancements in many different sectors and it will be fascinating to see how humans adapt to these new conditions. The thought of flying cars still excites me, and I would be the first to adopt this new form of transportation. We are closer and closer to replicating images from science fiction. Now is a good time to really question what is required for these new transportation systems so that we can influence how they are being designed. In the end, most can agree that vehicles have overtaken our streets and are no longer an ideal situation. Many cities have given streets back to pedestrians and perhaps it’s only a matter of time until air-lanes will become the streets of the future, leaving pedestrians to enjoy the ground level. ■

Fauzia Sadiq Garcia, RA, LEED AP is an Associate Professor at Temple University, a partner at Sadiq Garcia Design LLP, and a member of the AIA Philadelphia Board and the Context Editorial Board. She has several decades of professional experience working at firms in Atlanta, New York City and Philadelphia on high-profile international projects and award-winning national projects. Sadiq Garcia’s teaching career spans nearly a decade and she serves as curriculum coordinator for Temple’s architecture majors.

ENDNOTES

1. www.npr.org/2024/06/27/nx-s1-5019454/ev-battery-recycling

2. https://detroitmi.gov/news/mdot-city-detroit-and-electreon-unveil-nations-first-public-ev-charging-roadway-michigan-central

3. www.fhwa.dot.gov/bipartisan-infrastructure-law/

4. https://highways.dot.gov/public-roads/summer-1996/federal-aid-highway-act-1956-creating-interstate-system

5. www.bloomberg.com/news/newsletters/2024-07-05/waymo-srobotaxi-rollout-is-a-landmark-moment-for-driverless-cars

6. www.fosterandpartners.com/news/foster-plus-partners-joins-nissan-for-a-glimpse-into-the-future

7. https://climate.mit.edu/ask-mit/how-clean-green-hydrogen

8. www.woven-city.global

9. https://big.dk/projects/toyota-woven-city-6360

10. www.nasa.gov/mission/aam/

Some of the upfront cost premiums for future proofing include: Greater area per parking space (loss of efficiency) resulting from the following:

• The additional columns of a short-span system

• Speed ramps without parking

• Internal light wells

• Interior elevator and stair towers

• A more expensive structure with higher loading

• Less durable structural system (conventionally reinforced versus precast) requiring additional durability provisions (ex. traffic membrane)

THE COSTS OF FUTURE-PROOFING

“Future proofing implies a higher cost… some estimates can be up to 1/3 of the total construction cost.”

Wayfinding Blog, “Repurposing and future-proofing car parks,” February 17, 2020

“Fully designing an entire structure for adaptive reuse can increase cost by 40 percent or more.”

“Adaptive Reuse: Short Term ROI or Long Term Investment,” Jess McInerney & Matt Davis for Parking & Mobility Magazine, August 2021

“Some responses can be easily incorporated with minimal cost but there are those that can increase project costs manyfold, sometimes beyond 50 percent of typical expenses for self-parking projects.”

“Future-Proofing Parking Buildings,” Fernando J. Sanchez, Parking & Mobility Magazine, October 2019

Another challenge for the conversion of a garage that is rarely discussed is how to eliminate the secondary drainage slopes in order to provide flat floors for the new use. It is a building code requirement and recommended practice to slope floors to drains. These secondary drainage slopes are typically in the 1.5 to 2 percent range. Providing a substantial topping slab of varying thickness on such large areas to achieve a level floor will be a significant cost and effort at the time of conversion.

Designing a free-standing garage with flexibility for a future adaptive reuse for human occupancy will increase the upfront costs of the garage. The case study at the end of this article shows a 54 percent premium for future-proofing the structure of a freestanding garage.

TIME AND SUSTAINABILITY

Other important components of the cost equation include time and sustainability. The old adage is true: “Time is Money.” Understanding the time and effort required for converting a future proofed garage compared to its demolition and replacement altogether is not clear cut, even though other writers have presented the idea of converting free standing garages as efficient.

“Tearing down a building and building a new one takes more time, money and resources than adapting a building for another use.”

“Designing Garages so They can Easily Become Housing!” Modelur.com, Sonja Jerse, August 14, 2018

“It can be converted into another use in the fraction of the time and cost that would be required to build something from scratch.”

“Designing parking garages so they can be easily become housing,” Megan Ridgeway, July 23, 2018, fastcompany.com

“It’s also cost-efficient in the long term, as it costs far less to re-purpose than it does to demolish and start from scratch.”

Parking in a Changing CRE Marketplace: Adapting & Futureproofing,” September 25, 2019

Although not within the scope of this article, the implications for minimizing a building’s carbon footprint and environmental impact should also be considered. By reusing and repurposing the structure, we reduce future waste and additional materials needed for replacement. Is it a more sustainable approach to build an optimal garage that is replaced by an optimal residential building instead of a sub-optimal garage that can be converted into a sub-optimal residential building in the future? At what point does it become economically untenable?

A LOOK AT THE NUMBERS

Whether or not to reuse a garage by converting it into another building type is all about the garage’s superstructure. Is it better to build twice with a garage first followed by a new residential building or to build once with a convertible garage design that can be repurposed? Which of the following two scenarios costs less in Metro Philadelphia? Option 1: Build a new, free standing, single-purpose, efficient, economical, long-span, precast garage that is to be demolished in 20 years, plus the cost of the new residential building superstructure only.

EXPRESSIONS: PARK(ING) DAY

BY FAUZIA SADIQ GARCIA

Twenty years ago, when the San Francisco-based design studio Rebar bought out a street parking meter for the day, they couldn’t have imagined that their initiative to reclaim urban space from vehicles would become a global phenomenon. Park(ing) Day has gone on to create space for art, activism, and cultural expression across the world1.

Philadelphia celebrated its first Park(ing) Day in 2008 and the annual event has since been embraced throughout the city. Typically, participants team up to form a group or an organization might choose an initiative to showcase. Participants include architects, engineers, advocacy groups, community organizations, and government agencies. It’s quite impactful to have people pause from their busy day to interact with the installations and signal their appreciation for more urban green space. We’ve included some installations from 2023 and 2024, and hope they will inspire you to sign up!

This year’s Park(ing) Day is scheduled for September 19, 2025. The organization has partnered with Parking Reform Network, an activist and policy group promoting equitable and sustainable management of parking resources. Get involved and stay informed by visiting parkingdayphila.org/ participate. ■

CITATIONS

1. www.myparkingday.org/about

TOP LEFT: KSS Architects; ABOVE: Stantec; BELOW : AECOM, Facility & Design Resource, Inc.; BELOW, MIDDLE: KRP Architecture; BOTTOM: SMP Architects

DESIGN PROFILE TRANSIT FACILITIES

PROJECT: Stamford Transportation Center, Parking Garage

LOCATION: Stamford, CT

CLIENT: Connecticut DOT & Walker Consulting

PROJECT SIZE: 350,000 square feet; 980 parking spaces, 92 EV parking spaces, and 120 e-bike spaces

PROJECT TEAM:

KSS Architects (Architect)

Walker Consultants (Designer and Engineer of Record; Structural Engineering)

VHB (Civil and Traffic Services)

Kohler Ronan (Mechanical, Electrical, and Plumbing)

Bliss Fassman (Lighting)

Yonkers Contracting Company (Contracting)

PROJECT: Lehigh Valley International Airport Security Checkpoint Connector

LOCATION: Allentown, PA

CLIENT: Lehigh Valley International Airport

PROJECT SIZE: 27,800 square feet

PROJECT TEAM:

The Sheward Partnership, LLC (Architect, Sustainability Consulting)

Arora Engineers (Mechanical, Electrical, Plumbing, Fire Protection, Telecom, IT)

ADCI (Site/Civil Engineering)

RS&H (Structural Engineering)

VTX (Vertical Transportation)

DESIGN PROFILE TRANSIT FACILITIES

DREXEL STATION AT 30TH STREET (SEPTA)

Gannett Fleming TranSystems

Originally opened in 1955, the transit station at 3000 Market Street has evolved with Philadelphia’s growth. Recently renamed under a partnership between SEPTA and Drexel University, the Drexel Station at 30th Street serves as a critical transit hub for 25,000 daily users, connecting them to Amtrak, New Jersey Transit, and SEPTA networks. The station's reconstruction reflects a partnership between SEPTA, Drexel University, Brandywine Realty Trust, and others, and aims to improve integration with the Schuylkill Yards development. The

project delivers a modernized transit hub while supporting University City’s growth. A new glass headhouse, canopy, and expanded mezzanine improve aesthetics and functionality. Upgraded elevators, escalators, and wayfinding signage ensure accessibility. Enhanced flooring, tiling, and lively graphics contribute to a welcoming environment. Energy-efficient LED lighting, glass enclosures, and precast concrete panels with inset glass blocks illuminate below-grade spaces, reducing environmental impact while creating bright, inviting areas.

PROJECT: Drexel Station at 30th Street (SEPTA)

LOCATION: Philadelphia, PA

CLIENT: SEPTA

PROJECT SIZE: 44,275 square feet

PROJECT TEAM:

Gannett Fleming (Designer of Record, Structural Engineering, Electrical Engineering, Civil Engineering, Vertical Transportation)

Sowinski Sullivan Architects (Architect)

Urban Engineers (Mechanical Engineering, Life Safety and Drainage Improvements)

Thomas P. Carney, Inc. (General Contracting/ Construction Management)

We Elevate... New Construction

Globally, Schindler is one of the largest elevator and escalator providers in the world. Locally, our Eastern Pennsylvania, New Jersey, and Delaware team is ready to meet your vertical transportation needs.

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