Less Traffic, Better Places A Step-by-Step Guide to...
Transcript of Less Traffic, Better Places A Step-by-Step Guide to...
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Less Traffic, Better Places
A Step-by-Step Guide to Reforming
Parking Requirements
Patrick SiegmanNelson\Nygaard Consulting
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Patrick Siegman: Less Traffic, Better Places
Three Reforms
1. Charge fair-market prices for curb parking
2. Spend the resulting revenue to pay for neighborhood public improvements
3. Remove the requirements for off-street parking
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Patrick Siegman: Less Traffic, Better Places
Where can these principles apply?
Successful precedents: reviving neighborhoods by abolishing minimum parking requirements:
• Milwaukee, WI• Olympia, WA• Portland, OR• San Francisco, CA• Stuart, FL• Seattle, WA• Spokane, WA• Ventura, CA
• Coral Gables, FL• Eugene, OR• Fort Myers, FL• Fort Pierce, FL• Great Britain
(entire nation)• Los Angeles, CA
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Patrick Siegman: Less Traffic, Better Places
Agenda: A step-by-step guide
1. Set goals2. Assess the status quo3. Offer alternatives4. Build a consensus
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Patrick Siegman: Less Traffic, Better Places
What is the goal of your community’s parking
requirements?
Step 1: Set Goals
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Patrick Siegman: Less Traffic, Better Places
Petaluma Smart Code - Key Issues
Want new life downtown, economic successPerceived parking shortageVacant buildings – couldn’t meet parking requirementsFear of spill-over parkingFear of trafficWorsening housing crisisBudget crunch
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Patrick Siegman: Less Traffic, Better Places
Petaluma Smart Code - Vision
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Patrick Siegman: Less Traffic, Better Places
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Patrick Siegman: Less Traffic, Better Places
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Patrick Siegman: Less Traffic, Better Places
Central Petaluma Smart Code
How can their vision be realized?
…parking policies mustsupport it.
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Patrick Siegman: Less Traffic, Better Places
What is the goal of parking requirements?
…To create ample parking?Transportation is a means of achieving larger community goals, not an end in itselfAlways set parking policies as part of a larger vision
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Patrick Siegman: Less Traffic, Better Places
Petaluma, CA: Smart Code Results
Key Policies1. ‘Park Once’ Environment2. Manage On-Street Parking3. Parking requirements drastically
reduced, then abolished
• Nov ’02: Project start• June ’03: Code adopted• July ’03: $75 million
project (theater, retail, apartments, office) approved
• Today: Theater District open
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Patrick Siegman: Less Traffic, Better Places
1. What is the stated purpose of current parking requirements?
2. Are they achieving that purpose?3. Where did they come from?4. What are the physical consequences?5. Would they allow you to build people’s favorite
places?6. Assess parking supply and parking occupancy.
• What are the real problems?• Can more spaces solve the problem?
Step 2: Assess the Status Quo
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Palo Alto, CA – parking requirements adopted in 1951
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Patrick Siegman: Less Traffic, Better Places
Minimum Parking Requirements
PurposePalo Alto: “to alleviate traffic congestion”?San Diego: “to reduce traffic congestion and improve air quality”to prevent spill-over parking problems
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Patrick Siegman: Less Traffic, Better Places
Minimum Parking Requirements - Source
Example: Office ParksPeak Occupancy Rates, in spaces per 1000 sf of building area:
Lowest: 0.94 spaces Average: 2.52 spacesHighest: 4.25 spaces
Typical requirement:4.0 spaces/1000 sf
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Patrick Siegman: Less Traffic, Better Places
1.3 sq. ft. of asphalt per sq. ft. of building area
Typical office: 4 parking spaces per 1000 sq.ft.
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Patrick Siegman: Less Traffic, Better Places
1.13
1.70
1.13
1.13
1.36
3.40
1.13
3.40
1.70
0.44
0.44
2.22
3.10
1.13
0.68
0.67
2.51
0.38
1.13
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
Administrative, Business, and Professional Services
Shopping Center without Dining
Shopping Center with Dining
Dining Establishments
Dining & Drinking < 2,500 Sq. Ft. Gross AreaDining & Drinking > 2,500 Sq. Ft. Gross Area, Free-
standing
Dining & Drinking < 2,500 Sq. Ft. Gross Area, Mixed-Use
Day Care Centers
Elementary & Middle School, no assembly
High School, no assembly
College, no assembly
Automotive Rentals
Automotive Repair, Bodies
Group Care
Medical Services: Medical Care
Lodging Services: Hotels and Motels
Boating and Harbor Activities
Recreation Services: Amusement Centers
Utility or Equipment Substation
Building Sq.Ft. Parking Sq.Ft.
Ventura’sminimum parkingrequirements…
…often require more parking than building
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Patrick Siegman: Less Traffic, Better Places
Glendale Minimum Commercial Parking Requirements
0.9
0.3
9.7
9.7
0.9
9.7
9.7
3.4
0.4
1.4
3.4
4.3
0.9
1.7
3.4
0.5
1.4
1.4Banks
Auto Service Stations
Car Washes
Gyms and Health Clubs
Medical and Dental Offices (not adjacent to hospital)
Offices
Fast Food Restaurants
Restaurants
Retail
Hotels and Motels
Taverns
Auditoriums/Assembly Halls
Churches, Synagogues, Temples
Private Schools (Kindergarten-9th grade)
Private Schools (10th grade+)
Theaters
Industrial (Warehouse)
Industrial (Research and Development)
1 Sq. Foot of Building "x" Sq. Feet Parking
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Patrick Siegman: Less Traffic, Better Places
Would they allow you to build people’s favorite places?
Step 2: Assessing the Status Quo
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Patrick Siegman: Less Traffic, Better Places
Standard Parking Generation Rates Are Derived From Isolated, Single-Use Developments
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Patrick Siegman: Less Traffic, Better Places
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Mixed-Use Zones Act as a “Park Once” District
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Patrick Siegman: Less Traffic, Better Places
One space serves several destinations
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Patrick Siegman: Less Traffic, Better Places
Demand vs. Requirement: Downtown Palo Alto
Observed peak occupancy:1.91 spaces per 1,000 s.f.
Existing Requirement:4 spaces per 1,000 s.f.Would require 5,210 more spaces than observed demand to bring downtown to 4 spaces per 1,000 sf requirementAt $51K/space = $298 million
Peak occupancy w/ 10% vacancy:2.1 spaces per 1,000 s.f.
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Patrick Siegman: Less Traffic, Better Places
Assess parking supply and occupancy
What are the real problems?Can more spaces solve them?
Step 2: Assessing the Status Quo
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Patrick Siegman: Less Traffic, Better Places
No Parking Requirements on Main StreetDowntown VenturaMobility & Parking Plan
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Patrick Siegman: Less Traffic, Better Places
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Patrick Siegman: Less Traffic, Better Places
Map/graph of peak combined demand parking (busiest ON-street hour and busiest OFF-street hour)
Peak demand, Downtown public parking:8 p.m. Saturday
All Downtown: Combined Weekend Parking Occupancy (On- & Off-Street)
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
Time of Day
Occ
upan
cy 55%
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Patrick Siegman: Less Traffic, Better Places
Ventura - Busiest hour (8 p.m. Saturday)
Source of Base Map: April 2003 Katz, Okitsu and Associates Parking Study
Building more spaces cannot solve the perceived parking shortage
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Patrick Siegman: Less Traffic, Better Places
Ventura Parking Benefit District Boundaries
Source of Base Map: April 2003 Katz, Okitsu and Associates Parking Study
Commercial Parking Benefit District
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Patrick Siegman: Less Traffic, Better Places
1. Which alternative fits your town’s larger goals?
2. With each alternative, who gains and who loses?
3. How many council members will vote for this?
Step 3: Offer Alternatives
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Parking: High & Low Traffic Strategies
LowHighPollution
LowHighHousing Costs
LowHighTraffic
Limit parking to road capacityManage on-street parkingMarket rate fees encouraged/ required
Market decidesGarages funded by parking revenuesManage on-street parkingResidential pkg permits allowed by vote
Adjust for:DensityTransitMixed Use‘Park Once’ DistrictOn-street spaces…etc.
Requirement > Average DemandHide all parking costs
TypicalTools
Set MaximumRequirements
Abolish Minimum
Requirements
‘Tailored’ Minimum
Requirements
Typical Minimum
Requirements
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Patrick Siegman: Less Traffic, Better Places
1. Focus on the revenue.Who receives it? They will be the supporters.How do they want it spent?
2. How can you minimize the number of losers?
Who can we grandfather in, so they don’t lose their free parking?
Step 4: Building a Consensus
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Patrick Siegman: Less Traffic, Better Places
Ventura Parking Benefit District Boundaries
Source of Base Map: April 2003 Katz, Okitsu and Associates Parking Study
Commercial Parking Benefit District
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Patrick Siegman: Less Traffic, Better Places
Potential Revenue: $1.8–3.5 Million Annually
Source of Base Map: April 2003 Katz, Okitsu and Associates Parking Study
Commercial Parking Benefit District
Period Total$5,356$7,626
$34,404$308,443
$3,701,321
Daily (Weekday)
WeeklyMonthlyAnnual
Daily (Saturday)
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Patrick Siegman: Less Traffic, Better Places
Downtown Opportunities – Landscape Greening
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Patrick Siegman: Less Traffic, Better Places
Downtown Opportunities – Trash Collection
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Boulder’s Transportation Improvement District
No nonresidential parking requirements in CAGID areaPublic garages – 84% funded by parking fees, 16% by taxesParking benefit district: $1 million per year in meter revenue keptEmployee benefits: free universal transit pass(Eco-Pass); Guaranteed Ride Home; ride-matching services; bicycle parking, etc.$325,000/year TDM budgetCarpooling: 35% in 1993 to 47% in 1997Eco-pass: reduces commuter parking demand by 850 spaces
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Patrick Siegman: Less Traffic, Better Places
Step 4: Building a Consensus
Implementing Residential Parking Benefit Districts
Protecting neighborhoods from spill-over parking
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Patrick Siegman: Less Traffic, Better Places
Boston’s Beacon Hill neighborhood
3,933 resident permits issued -free983 curb spaces availableLesson: limit # of permits issued to spaces available
Errors to avoid
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PROTECTING THE NEIGHBORHOODS
Allow two hours free parking for anyone
• Visitors park to avoid meter and garage fees
• Employees do the “2- hour shuffle”
• Expensive garages sit half-empty
Glendale, California, Residential Parking Permit Districts
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PROTECTING THE NEIGHBORHOODS
Glendale – Proposed Residential parking benefit district
Existing problem:West side of street: garage @ $2.25/hourEast side: 2 hours free in residential permit zone
Solution:East side: same price, except with residential permitReturn all revenues to the neighborhood
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Patrick Siegman: Less Traffic, Better Places
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Patrick Siegman: Less Traffic, Better Places
City currently issues unlimited number of permits for limited number of spaces
Residential permit fee: $6/yearPublic structure fee: $540 – 660/yearCost of new structure: $2000+/space/yearCost of 10’x 20’ storage space: $2700 – 3300/year
Glendale’s residential parking permit districts
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PROTECTING THE NEIGHBORHOODSResidential Parking Benefit
District – Glendale Proposal
Existing residentsGrandfather in existing permit holders at existing priceAllow resale to other residents
Future residentsLimit permits issued to spaces availableSet goal: 85% occupancySell permits at market rateUse proceeds to benefit neighborhood
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Parking Benefit District Results
No more on-street parking shortage
New revenues for public improvements
Only small change in demand (~15%) is needed
Garages will be used to park cars – not junk
Renters with many cars will choose apartments with ample off-street parking
Drivers will rent excess spaces in underused nearby garages
PROTECTING THE NEIGHBORHOODS
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Patrick Siegman: Less Traffic, Better Places
Residential parking benefit districts – Ventura
ProposalResidents park free• Limit permits issued to available curb
space• Property owners receive one permit per
20 feet of available curb space along the frontage of their lot
• Permits may be sold or transferred
Sell excess space to nonresidents• Payment method: In-vehicle meters• Residents decide how to spend revenue
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Patrick Siegman: Less Traffic, Better Places
Step 4: Building a Consensus
Transforming the suburbs:A Silicon Valley example
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Patrick Siegman: Less Traffic, Better Places
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Patrick Siegman: Less Traffic, Better Places
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Patrick Siegman: Less Traffic, Better Places
Example: NASA Research ParkMilitary Base Re-UseSunnyvale, California
Example: NASA Research ParkMilitary Base Re-UseSunnyvale, California
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Patrick Siegman: Less Traffic, Better Places
NRP Campus View
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Patrick Siegman: Less Traffic, Better Places
Example: NASA Research Park
NASA Research Park, Santa Clara County, CAFormer military base300 acre development site3.7 million square feet of office, research & development space7,000 employees3,000 students,1,120 apartments for 3,300 residents, 810 dormitory-style units for 1,560 students
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Patrick Siegman: Less Traffic, Better Places
NASA Research Park Transportation Plan
What is the best investment mix for NASA Research Park?What is the cost per commuter served?Key Considerations: attracting tenants, traffic impacts, effect on urban design
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Patrick Siegman: Less Traffic, Better Places
Surface Parking with Land -$3,000
Transit - $200
Bike/Ped Improvements - $50
Housing Joint Development –($300)
Improve Access By All Modes
Structured Parking - $2,000
Surface Parking - $300
Efficiency Point
For Each New Commuter
Annual CostPer
Commuter
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Patrick Siegman: Less Traffic, Better Places
Parking Cash Out Reduces Demand for Parking
0%10%
20%30%
40%50%60%
70%80%
90%100%
0 20 40 60 80 100 120 140 160 180
Amount offered to employees who do not drive alone ($/month)
% o
f pre
viou
s pa
rkin
g de
man
d
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Patrick Siegman: Less Traffic, Better Places
NASA Research Park Transportation Plan
Tenants must make cost of parking visible to employees• Full-cost parking fees, or• Full parking cash-out
No monthly or annual permits• These are “bulk discounts” for
parking• They encourage driving every
day to “get money’s worth”• Switch to hourly parking
instead
Free transit passes, menu of rideshare, bike/ped programsWill reduce peak-hour vehicle trips by 40% below normal
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Patrick Siegman: Less Traffic, Better Places
Tools: Establish Parking Maximums
Aside from congestion pricing, parking management is the ONLY useful tool for eliminating congestion
San Francisco 1968-1984:
• 250,000 new jobs
• Little or no private parking
• 11,000 spaces in City-owned garages
• Prices set to discourage commuter parking
• No increase in congestion
Downtown Los Angeles: 0.6 spaces/1000 sf max
Portland uses same approach
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Patrick Siegman: Less Traffic, Better Places
Parking: High & Low Traffic Strategies
LowHighPollution
LowHighHousing Costs
LowHighTraffic
Limit parking to road capacityManage on-street parkingMarket rate fees encouraged/ required
Market decidesGarages funded by parking revenuesManage on-street parkingResidential pkg permits allowed by vote
Adjust for:DensityTransitMixed Use‘Park Once’ DistrictOn-street spaces…etc.
Requirement > Average DemandHide all parking costs
TypicalTools
Set MaximumRequirements
Abolish Minimum
Requirements
‘Tailored’ Minimum
Requirements
Typical Minimum
Requirements
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For more information
Patrick Siegman
Nelson\Nygaard Consulting
(415) 284-1544
www.nelsonnygaard.com