Parking … for vehicles

Right-sizing parking on-site through temporary surface parking lots.


Parking Lot Information

Parking Lot #1 is complete, with a second expected to open in 2020. Owned by Almono LLC, both parking lots are managed by ALCO Parking Corporation. Please refer to ALCO Parking for monthly leases and parking rates. Additional information on the parking lots can be found below.

  • HG Parking Lot #1: 4400 Lytle Street (Block 18)

Open in September 2019, this lot contains approximately 348 shared spaces that will include electric vehicle charging stations. Two solar canopies will be installed on this lot in Fall of 2019.

  • HG Parking Lot #2: 4600 Blair Street (Blocks 34/35)

Construction on this lot will begin in Fall of 2019 in order to open in Spring 2020. Lot #2 contains approximately 356 shared spaces, also including several electrical vehicle charging stations. Two large solar canopies will be installed in conjunction with the lots construction over Fall/Winter of 2019.

These two lots are intended to serve current and upcoming vertical development in Hazelwood Green’s Mill District. Critical to shaping mobility strategies, planning, and investment, use of these lots will be carefully monitored in order to inform transportation demand management strategies and future improvements and programs.

Parking Lot #1, operated by ALCO.

Parking Lot #1, entrance from Lytle Street.


To meet the long-term goals, Hazelwood Green has included in the PLDP several standards for parking:

  • There is no free parking. Parking will be charged at market rates and unbundled from leases (i.e. not included in the lease price).

  • All parking must be shared between uses/users and is open to the public. There are no dedicated parking spaces, with the exception of ADA spaces, carpool, EV charging, and car share.

  • Parking maximum ratios are established within the SP-10 Zoning Text, there are no parking minimums.

In the early years of development, single-occupancy vehicles are expected to represent a higher percentage of the mode share than the development’s long-term goal for mobility. This is due to a need for critical mass (aka density) and long-range planning to support investment in quality, high frequency transit systems / improvements. As such, the development is making use of its surplus of land for temporary surface parking lots. Rather than making the heavy capital cost of investing in structured parking, the surface lots offer provide a low-cost investment in an interim solution, so that a more substantial investment can be made in the preferred infrastructure - pedestrian, bicycle, and transit improvements. For context, the typical surface parking space cost approximately $7,500 to build, while a structured parking space costs $30,000.