After over fifty years of auto-oriented growth, the detrimental impact of excessive car use on public health and urban vitality is apparent. Concepts such as traffic calming, road diets, complete streets, vision zero, etc. have entered the professional lexicon, but rarely do we consider the implications of how much space is allocated for *immobilized* vehicles. In fact, the average car is in movement only 5% of the time, while the remaining 95% of the time it is parked somewhere. We have reoriented our cities around cars to such a degree that there are typically three to five parking spaces for every car in a city, and there are zoning laws which specify how many additional parking spaces must be added for every new land use development. Pervasive parking options, most of them free and conveniently accessible, have made the car the default mobility choice for many. Donald Shoup, in his classic book ‘The High Cost of Free Parking’ considers how proper pricing signals can encourage the more efficient management and use of parking spaces. Shoup’s analysis focuses on the over-abundance of free parking while accepting that curb [kerb] space is legitimately used for parking if properly priced. From RuePublique’s perspective, streets are the most important public space in our cities. Curb space has numerous competing uses which should be considered in contrast to car parking: reserved bus lanes, protected bike paths, better pedestrian infrastructure, bicycle supports and bike-share stations, or parking for shared vehicles and taxis. Furthermore, we do not believe that municipal authorities should assume responsibility for assuring parking for private vehicles. Clearly, removing on-street parking is a highly contentious endeavour which can have revenue implications for municipal governments, but we believe that by providing suitable off-street parking options it can be made politically palatable and even financially viable. This presentation will explore how creative off-street parking options such as ‘adaptive parking’ and ‘community parking cooperatives’ can be used to reduce the amount of curb space dedicated to on-street parking. Examples of efforts to replace on-street parking with off-street parking structures in Montreal will be discussed. Suggestions for how such concepts could be applied in a suburban setting to replace attached parking garages with centralized parking facilities within walking distance are also presented.