As usual, southern U.S. cities like San Diego lag in taking progressive urbanism steps like eliminating minimum off-street parking requirements. Maybe colder climes develop more character, including withstanding some parking pain to get long term benefits? Additionally, Seattle’s neighbor across the border (Vancouver), which rejected the freeway building of the 50’s – 70’s altogether, to preserve and then build upon urban walkability, may be a good influence. The sad irony is that many cities require housing for cars, even subsidize it, but don’t require housing for people. Again, San Diego embraces this morally indefensible contrast with the fourth largest homeless population in the country but with strict off-street parking requirements for new construction adding to the cost of its already expensive housing market. It also results in many underutilized parking spaces. Nevertheless, when multi-unit residential projects are proposed, existing area residents frequently demand parking maximization; and the cycle continues. Even so-called transit oriented development (TOD) located next to public transit lines is often designed in such a way as to discourage transit ridership or walkability. For example, in La Mesa California, the Alterra apartments were supposed to transit oriented development. They are located next to a trolley light rail station. That’s where the transit orientation stops. The apartments sit on top of a two story parking pedestal and along a busy commercial roadway in which all other development is auto-oriented. Neither the area nor the Alterra building itself is pedestrian friendly. Even the below trolley station itself – in a canyon with the back of the Alterra parking garage on one side and a bluff on the other side, shielded from view of the adjacent roadways – has become less user-friendly with the construction of the apartments.