UPDATE: Sean MacKenzie points out a major flaw in my reasoning here. Specifically, parking permits issued certainly does not mean the same number of spots are available. I'm removing 450 from my title so as not to knowingly share misleading information. However, it remains to be seen how inaccurate I have been. I'll own it.

Yesterday, SaltWire reporter David Jala filed a story in the Chronicle Herald about the influences of local history on the design of the new NSCC Marconi campus planned for downtown Sydney.

While Sydney's current traffic activity flows so much better than the common experience in major cities, there is persistent feedback from the community about a lack of parking (although many disagree that it's an issue at all).

With the announcement of the campus move, one of the things I've been curious about for a while now is the impact on traffic volume and patterns, as well as how it'll impact parking. I think about this much more so on the days when my parking lot is filled up with unauthorized cars when I arrive!

There was an interesting note in Jala's article that caught my attention. Specifically, the head of Ekistics Planning and Design (now Fathom Studio) says that the design includes 200 parking spaces.

Back in October 2019, I reached out to NSCC Marconi via social media to ask about the number of parking permits they had issued at that time. And the answer was: 653.

So if the reporting is accurate, it's clear from the designer that approximately 450 fewer parking spaces [ Author's Correction: the number of parking permits issued is not the same as the number of parking spots available. This estimate is flawed.] will be available to Marconi faculty and students. As such, they must either intend them to be absorbed by existing parking capacity in downtown Sydney or that the reduction of spaces will push future Marconi students into greater utilization of public transportation or carpooling. Or walking and biking for those so who live close enough in proximity.

That's going to be an interesting scenario. From the standpoint of existing students who drive to school, once the lot is filled, parking becomes an inconvenience and could cause additional downtown congestion when they begin to circle the block for a spot.

While future students may need to develop new habits leading them to begin using public transportation, we have to keep in mind that the demand for that service is already exploding due to CBU's success in recruiting international students. Likewise, there are communities such as Louisbourg or Eskasoni - and several others - where bus service isn't offered or has a limited schedule. And both of these factors must be taken into consideration.

We'll need capital for additional new buses, and also cash to offset the operational costs to the CBRM (additional drivers, maintenance personnel, etc). We already face immense budgetary stress due to a frozen provincial equalization transfer and annually-increasing provincial service fees. Unfortunately, MLA Derek Momborquette agrees with the province's stance of not providing anymore more for home. It's a real headscratcher of a position, but sometimes reality is just as absurd as fiction.

Jala quotes progressive CBRM Councillor (and mayoral candidate?) Amanda McDougall referring to "peripheral drop-off points." So perhaps that is the solution they intend. In major cities, the concept of "park and ride" is often used successfully. In big cities, it's a familiar part of life. I used the system when I lived in Silicon Valley, using a park and ride from my apartment mid-Valley to connect with the Caltrain to San Francisco each day. When I preferred driving instead, I could avoid rush hour by travelling during off-peak times, but I could not avoid $8-$10 a day in private parking lot fees unless I was willing to risk a ticket from the city.

One could imagine the underutilized parking lot at the Mayflower Mall as a provincially-leased park and ride location. It would offer the convenience of a highway convergence point with Highway 125 and Grand Lake Road, stress-free ease of parking, and convenience for incoming bus drop-offs/pick-ups.

Perhaps counterintuitively to those who think the relocation is entirely about increasing activity and spending in the downtown, a park and ride located there might boost after-class shopping at the Mayflower Mall too, benefitting the many vendors who collectively represent one of the CBRM's largest employers.

NOTE: The views expressed above are my own and do not represent lokol (goCapeBreton.com). Read more