The Missing Link in Greater Boston's Housing Strategy: Rightsizing Parking Near Transit
September 25, 2026
Earlier this week I attended an event hosted by CHAPA, titled Parallel Universe: How Improving Parking Policy Can Meet Our Housing Needs, moderated by Henry Grabar. The panelists (Jarred Johnson Jonathan Berk Rebecca Schofield and Hessann Farooqi) discussed the long laundry list of reasons why dedicating so much valuable land to parking is a problem - climate, health, quality of life, and housing development. The oversupply of parking, primarily led by minimum parking requirements, has kept us car dependent due to the overabundance of free or underpriced parking.
In June I wrote an article on how to build more housing with less parking, with a brief dive into challenges and opportunities in 3 cities: Boston, New York City, and Philadelphia. In Boston, many policy reform discussions are happening for both housing and parking. Finally, the intersection of these two issues seems to be happening at a higher level (no longer in the basement, right Henry?)
As the MBTA Communities Law requires 177 municipalities across the region to zone for denser housing near transit, municipalities can keep local control over their zoning rules and still require parking. Not enough parking and increased traffic congestion is a thorny and increasingly discussed issue in municipal and community meetings, as new housing projects are put to a vote. The reality though is that we've been oversupplying parking for too long. 1/3 of off-street parking spaces at multifamily apartments in the region sit empty during peak demand. That's why reducing parking is essential. If parking continues to be oversupplied, the MBTA Communities Act will not succeed and we will fall short of the 2035 goal of producing 222,000 new homes.
Concentrating development near transit is a model policy, but it does not equate to housing being built. Every parking space provided in a multifamily development is a tradeoff and design decision. That's why I created an interactive, screening tool called RightSize Housing & Parking for developers, investors, planners, municipal staff, and advocates in Greater Boston. The goal is to make the hidden tradeoffs more visible early enough to influence a site plan, force a zoning variance conversation, and make more projects pencil for developers. It shows how building less parking can unlock more housing near MBTA stations. Enter a real parcel and instantly see how much capital and land is saved using TDM (transportation demand management) strategies.
Managing and reducing demand for single occupancy vehicles boils down to understanding individual transportation choices. Offering more options and better alternatives to owning and driving a car, financial incentives, and safe, connected bike and pedestrian infrastructure all have an impact. Unbundling parking from rent, on-site car sharing vehicles, and a collection of micromobility amenities reduces demand.
If we want more housing and more walkable places, then we need to be more intentional about building less parking combined with TDM strategies. This is not only a technical exercise though; more than anything it's storytelling, and crafting a better narrative.
First, let's remove parking minimums in the City of Boston, joining Cambridge, Somerville, and Salem, and push for statewide reform. Next, TDM planning requirements to support the concerns of not enough parking can help us shift transportation modes away from single occupancy vehicles and towards walking, biking, and transit. Last, to improve the transportation alternatives available, creative strategies and partnerships are essential as we consider these questions that individuals ask themselves every day - does it save me money, does it save me time, is it safe, and is it reliable?
