ats14 parking, parking everywhere: what better management could mean for active transportation -...
DESCRIPTION
From urban neighborhoods to suburbs to small-city Main Streets, parking is often a hotly debated topic. This is especially true in neighborhoods experiencing new infill. As cities around the country experiment with new ways to manage parking, how can we serve neighborhoods’ needs while accounting for the costs and impacts of parking? How do parking management strategies – from market-based to regulatory – affect active transportation and land use? Is there a potential to meet multiple goals for housing affordability, active transportation and land use through smarter parking policy? This panel will consider lessons from Northwest cities and around the nation.TRANSCRIPT
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Oregon Active Transportation
Summit
April 21, 2014
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Parking, parking everywhere: What better management could mean for active
transportation
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Discussion Points
• Numbers on parking – what is actually happening
• Factors that lead to overbuilding
• Implications of cost
• Potential solutions
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What is happening….
• Upwards of 2 Billion
No. of parking Spaces in US
• About 20%Urban land devoted to
parking
• About 3 : 1Common
suburban ratio of parking SF to
building SF
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Why so much parking…Overbuilding of
parking
High Vehicle Ownership
Code requirements/Lan
d Use Planning
Single use parking facilities
Market norms
Lack of parking management/data
Undersupply anxiety
Alternative Modes
Stigmatized
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• Parking is very expensive to build.
• Overbuilt parking increases development cost and negatively influences access to transit.
• An oversupply of parking encourages driving and congests
our roadways.
WHY IS RIGHT SIZED PARKING IMPORTANT?
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• Average overbuild 25% - 40% (mostly surface parking)
• Adds unnecessary cost to project development
• Inefficient use of land
• Surface @ $8,000 per stall can add $1.96 - $2.18 per foot to leasing cost (annual).
• Garage @ $30,000 per stall can add $6.00 - $7.30 per foot to leasing cost (annual)
Why we should get it right……
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Why we should get it right……
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1,400 commercial spaces
2,320 residential spaces
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When these findings are applied to a typical suburban project with 150 units, roughly $800,000 would be spent on unused
parking.
On average, we found that multi-family parking is supplied at 1.4 spaces per dwelling unit but is only used at about 1 space per unit.
Why we should get it right…..
OLDMODEL
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• Code drives demand.
• No clear understanding of demand.
• “Demand” is stalls built rather than stalls actually used.
• Lack of localized true demand data – left to use national models that are severely flawed.
• Self fulfilling prophecy (code and appraisal)
• Transitioning to more dense parking in suburban areas will require innovation and partnership.
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What the experts say*…
* From 2012 King County Right Sizing Parking Interviews
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Parking requirements Revisiting past practice
Reliance on rule of thumb, national averages, rates of competing cities (except Portland Central City)
Apparent precision with weak empirical basis
Interplay of city requirements, developer expectations, community expectations
Driven by lack of on-street parking management and pricing
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What’s next….
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Today Tomorrow
• Continued reliance on surface parking will not support suburban visions
• “The market” will not support structured parking development in suburban settings.
• Solution is in addressing myths, realities and initiating innovative planning
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• “True demand” occupancy by land use type and area
• Stop relying on ITE or other cities view of demand
Develop local demand data base
• Reduce minimums• Reduce land use categories• Eliminate credits
Simplify code parking
requirements• Suburban development cannot pencil
garages• Tie public investment with code minimums
(fee-in-lieu)
Invest in District Garages
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Moving Forward – Changing Status Quo
Calibrate code to vision
• Visions don’t just happen• Create coalitions, partners and educate on
realities and trade-offs of adopted visions
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Thanks