HomeMy WebLinkAboutExh6PPMreportJuly2017 1
BOZEMAN PARKING COMMISSION
Parking Program Manager's Report
Date: July 7, 2017
To: Bozeman Parking Commission
From: Ed Meece, Parking Program Manager
An update of major developments, in June, includes:
• The 'Public Parking' signs have been installed, and enforcement implemented,for the space sharing project at Big
Sky Western Bank.
• RFP finalist interviews were held June 26th and 291h, final score sheets are being collected and a final meeting of
the selection committee is planned for July 10th. Revised budget estimates and final contract negotiation is
expected to be complete by 8/1/17.
• The PPM is working to assemble a draft report, in coordination with multiple city departments,for review by the
Bozeman Parking Commission and submittal to the Bozeman City Commission regarding potential parking
enhancements that might be made to neighborhood streets near the proposed Black/Olive development.A draft
report will be presented to the Bozeman Parking Commission at the regular July meeting.
• The PPM is working with Montana State University to finish planning for a Parking Services Internship,for the 17-
18 academic year. (Approved FY 18 budget)
• The PPM continues to collaborate with internal stakeholders on a set of comprehensive changes to the Bozeman
Municipal Code (Parking).A draft of the proposed changes will be submitted to both the Parking Commission and
Legal Department in August.
• The PPM completed annual performance evaluations on the PEO II and PEO I positions(new staff excluded).
• The PPM and Parking Commission Chair are meeting with community members in an effort to fill the vacant
Parking Commission seats as expeditiously as possible. One application has been submitted to the Bozeman City
Commission (Jim Ness, Big Sky Western Bank)at this time.
• The PPM has worked closely with the Legal Department to modify the Fire Extinguisher Cabinet PSA (based on
Legal Department template) '60 day insurance cancelation' to a '30 day insurance cancelation'; creating savings
for the project,while maintaining adequate protection for the City of Bozeman.
• The PPM and Alpha Graphics are working to re-invigorate the advertising program at the parking garage, with a
modified sales approach and closer connectivity to the downtown vendors and non-profits.
• The PPM provided comments to the City of Bozeman Strategic Plan (draft) related to parking within Bozeman,and
its policy/operational relationship to housing, economic development, and transportation.
• Parking Services sold an impounded vehicle, on-line, for a total of$450. This covered towing costs, and most of
the outstanding citations.
• The PPM and existing PEO staff on-boarded two (2) new PEO's. PEO's Gallagher and Lynch will attend the 7/13/17
Parking Commission meeting for introduction.
• With the effective assistance of the Bozeman Police Department, Parking Services was able to close/collect on
four outstanding 'restitution requests', related to garage vandalism/theft of service;totaling over$800.
• The PPM,working with the Finance Department, developed a policy resolution for annual funding transfers from
the Parking Operating Fund to the Parking Long Term Maintenance Fund;for presentation at the July 13 meeting
of the Parking Commission.
2
• e Pub i�r s Department sweptreek access a su ace lots, and they are p anne ors ipi g-in-".
• The PPM met with the Cancer Community, Inc.to discuss how to mitigate their on-street parking difficulties during
major trainings and events.
• The PPM served as a panelist for"The Cost of Parking",a community lunch forum sponsored by the Neighborhood
Department and Economic Development Department.
FY 18 Budget Prep Process
The City Manager's Recommended Budget was approved, by the Bozeman City Commission, on June 26, 2017.The
Parking Services Division was approved for total appropriations of$968,230.00
Financial Update
Revenues for the fiscal year are at 154% (w/out TIFD funds), with the highest performing sources being Surface Lot
Permits(126%), Garage Permits(170%), and Citation Revenue (127%).
Expenditures for the fiscal year are at 82%(w/out TIFD funds).
As of 5131117, the PSD-Enterprise Fund had an Ending Fund Balance of$767,725.00; not counting the end of Year
transfer of$250,000.00 from the TIFD, the unrestricted fund balance is$517,725.00.
New Developments (land use)
The Community Development Department has reorganized the weekly Development Review Committee meetings,
streamlining the review/comment process for project stakeholders.This will allow for Parking Services to more easily be
involved on the front end of development processes.
Further Information:
httas://sisweb.bozeman.net/HtmISViewer/?viewer=r)lannina
June 2017 Financial Summary(as of 7/6/17)
FY 17 FY 17 EARNED
REVENUE BUDGET ACTUAL YTD
Parking Lot Permits $23,229.00 $29,352.00 126.36%
Garage Permits $200,000.00 $341,839.00 170.92%
Garage-Transient Revenue $75,500.00 $78,517.00 104.00%
Garage Validation Coupons $3,000.00 $5,441.00 181.37%
Residential Nghbd.Permits $12,905.00 $14,365.00 111.31%
Employee Ngbad. Permits $1,855.00 $2,235.00 120.49%
Visitor Ngbad. Permits $10,210.00 $10,815.00 105.93%
Admin/Late Fees $42,000.00 $64,492.00 153.55%
Boot Fees $1,500.00 $2,850.00 190.00%
Citation Revenue $240,000.00 $306,166.00 127.57%
Misc. Revenue $0.00 $38,598.00 N/A
Rents/Royalties/Other $2,000.00 $617.00 30.85%
Interest Income $0.00 $5,090.00 N/A
Loan Interest $0.00 $810.00 N/A
Refunds & Reimbursements $0.00 $24,162.00 N/A
Collection Fees $1,000.00 $22,703.00 2270.30%
Transfer Other Funds (TIFD) $165,000.00 $165,000.00 N/A
TOTAL (w/TIFD Transfer) $778,199.00 $1,113,052.00 143.03%
TOTAL (w/out TIFD Transfer) $613,199.00 $948,052.00 154.61%
FY 17 FY 17 SPENT
EXPENDITURE BUDGET ACTUAL YTD
Admin - Personnel $80,381.00 $65,218.00 81.14%
Admin --Operating $134,956.00 $151,327.00 112.13%
Admin --Capital $165,000.00 $9,378.00 5.68%
Enforcement-- Personnel $197,953.00 $182,234.00 92.06%
Enforcement--Operating $52,841.00 $30,384.00 57.50%
Enforcement--Capital $10,000.00 $0.00 N/A
Garage -- Personnel $38,617.00 $32,807.00 84.95%
Garage--Operating $171,300.00 $107,218.00 62.59%
Garage -- Capital $0.00 $0.00 N/A
TOTAL (w/Admin Capital -TIFD) $851,048.00 $578,566.00 67.98%
TOTAL(w/out Admin Capital-TIFD) $686,048.00 $569,188.00 82.97%
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Page 1 of 3
As a driverless future dawns, should we
still build parking?
No one is really sure how many parking spots the United States contains, but estimates stretch
up to 2 billion.
This may conjure up images of asphalt seas surrounding suburban shopping malls, but city
centers have their fair share as well. Manhattan, arguably one of the least amenable places in
the country to cars, has 102,000 public off-street parking spaces below 60th Street— more
than four times the size of Disneyland. Studies have shown that a significant number of the
cars circulating in central business districts at any given time are just looking for parking.
It also plays a major role in new construction, and not for the better. "Parking is the 800-pound
gorilla in land development," said Will Baumgardner, leader of Arup's transport and mobility
business in the Americas. On most projects, municipal zoning codes require developers to
provide at least a set minimum amount of parking. Investors also exert pressure on this front.
They often hesitate to fund projects with fewer-than-normal spots, fearing that potential tenants
will be scared off by concerns over inaccessibility.
As a result, Baumgardner said, "many office projects build as much space for parking as floor
space for people" — significantly increasing the development's overall cost.
New frontiers
As autonomous vehicle (AV) technology advances, forward-thinking designers, developers,
and policymakers are beginning to envision a world with much less parking.
Imagine a future in which shared AVs zip constantly from one place to another to pick people
up and drop them off, rarely sitting idle. During periods of lower demand, they park in garages
outside city centers.
One study suggested that every self-driving vehicle could remove 10 other cars from the
road. Another projected that the use of shared AVs could lower the demand for parking by
90%.
Few would mourn parking's loss. Developers would love to be able to do away with it—
garages can cost well over $25,000 a space. Cities could use the land to build more of
everything else instead: housing, parks, schools. As for drivers, when was the last time you
wished you could spend more time looking for parking?
Uncertain timeframes
But parking won't disappear overnight. Before it can be phased out, we'll need to see massive
shifts in consumer behavior, as well as large-scale retrofitting of urban infrastructure.
The latter may be more straightforward than the former. Kara Kockelman, an engineering
professor at the University of Texas at Austin and a leading expert on AVs, said that tailoring
http://doggerel.arup.com/as-a-driverless-future-dawns-should-we-still-build-parking/ 7/3/2017
Page 2 of 3
the road network to accommodate the new technology would be relatively simple from a
design perspective. ou cou ave shared drop-offs, much like bus stops; geo encing rules
allowing for self-driving cars in certain areas; and areas where empty self-driving cars could
park themselves. It wouldn't be that hard for a city to do."
Consumer behavior is a bigger question mark. "We don't know if consumers will use a fully
shared vehicle network, or if they'll purchase privately owned self-driving cars, or share
privately owned ones with other households," Susan Shaheen, the director of innovative
mobility research at UC Berkeley's Transportation Sustainability Research Center, wrote me in
an email.
This uncertainty greatly complicates cities' efforts to plan ahead. "Each of these scenarios has
potentially very different implications on parking and infrastructure planning. We know there
will be changes to urban design and urban form because of self-driving vehicles, but we still
don't know what those changes will be. It depends on how people use them."
And how people use them will depend, at least in part, on where those people live, Shaheen
said. Regional variables — policy, for instance— could make a big difference in how new
technologies play out from city to city. As a result, no one-size-fits-all urban design solution is
likely to emerge.
According to Baumgardner, the hazy timelines of AV adoption are also a major hurdle. "A lot of
people speculate we're in for a rapid, nearly instantaneous changeover," he said, with
driverless cars dominating the streets from the moment they hit the consumer market. He isn't
convinced that manned vehicles will become obsolete so quickly. "I think we still have many
years to go."
Proactive steps
Despite these unknowns, we can take steps today to prepare for parking-free cities in the
future.
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Page 3 of 3
Finding creative ways to minimize the construction of new parking is an obvious place to start.
"If we wont need it in the long run anyway, let's buildas itffe as possible today,'Baumgardner
said.
Although designers and developers in most cities must comply with government- and financer-
driven parking minimums, they do have some room to maneuver. (Helpfully, some cities have
started to establish parking maximums, or upper limits on the amount of parking that new
projects can provide.) A number of strategies for maximizing the effectiveness of each parking
space have been developed; designers can think through the pros and cons of each for
specific projects.
31
Let's say a developer is building a complex that contains offices and restaurants. Rather than
adding up the minimum parking requirements for both and building that number, the design
team can forecast that the office spots will sit empty at night and the restaurant spots will sit
empty during the day. It can thereby reduce the total number of spots while providing adequate
parking during peak usage times.
Designing for evolution is another important consideration. As demand for parking shrinks over
time, existing spaces will be converted to other uses. Design teams can build this into their
projects, creating parking lots that can morph into parks or other amenities in the future.
Perhaps most importantly, designers and developers can — and should — put people above
cars. Private cars may disappear over the course of a development's life span, but people
won't. Prioritizing human needs will go a long way toward future-proofing today's projects.
Questions or comments for Will Baumgardner or Peter Moskowitz? Contact
william.baumgardner(a_arup.com or peter.moskowitz(cD_gmail.com.
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As self-driving cars hit the road, real estate development may take new direction- Curbed Page 1 of 15
LCUBED
PROPERTY LINES
As self-driving cars hit the 2
road, real estate
development may take new
direction
Planners are anxious about automated vehicles and their potential to
reshaoe development aatterns and the urban landscape
BY PATRICK SISSON I MAY 16,2017,11:58AM EDT
I �
An Uber driverless Ford Fusion drives down Smallman Street on September,22,2016 In Pittsburgh,Pennsylvania, I Jeff
Swensen /Getty Images
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Tie-futuristic-vision_offered-by-automated-vehicles--the-fr-eedom-to-be-active
during your commute instead of wasting away behind the wheel while stuck in
traffic—isn't quite as utopian a scenario when you run it past cautious and
concerned city planners.
Ask Don Elliott, a zoning consultant and director at Clarion Associates in
Denver, and he'll tell you the idea of empty cars congesting city streets and
mobile offices zipping around main roads can become downright dystopian.
"I've seen the blood run out of people's faces," he says when talking about the
impact of automated vehicles on transportation, land use, and real estate. "For
years, planners have been fighting for a 1 or 2 percent change in transportation
mode [getting more people to use transit or bike instead of drive]. With this
technology, everything goes out the window. It's a nightmare."
The much-hyped transition to autonomous cars, while still years, or even
decades, away, according to experts, is an opportunity and challenge that has
wide potential to reshape our transportation systems.
But many believe that as city planners, transportation officials, and, eventually,
developers start grappling with the changes to come, autonomous vehicles'
potential to reshape real estate, development, and city planning will rival that of
the introduction of the automobile. At the American Planning Association's
annual conference earlier this month in New York City, the issue of autonomous
vehicles and driverless cars, one admittedly far in the future, was the subject of
numerous present-day panels, discussions, and debates.
"This will completely change us as a society. I
think it'll have the same transformational change
as the introduction of the automobile."
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Axecent policybrief by tbe Institute-afTransportation Studies at Universe of
California, Davis, was even more clear. The convergence of three new
technologies—automation, electrification, and shared mobility—has the
potential to create a whole new wave of automation-induced sprawl without
proper planning and regulation.
"This will completely change us as a society," says Shannon McDonald, an
architect, assistant professor at Southern Illinois University-Carbondale, and an
expert in future mobility planning. "I think it'll have the same transformational
change as the introduction of the automobile."
With no real timeline for how or when this technology will roll out, there has
been little in the way of planned regulatory response. The federal government
released suggested guidance on autonomous vehicles (AVs) last fall, a series of
national test sites have begun to look at safety and urban-design issues (as local
government officials jockey for the spotlight), and the National Association of
City Transportation Officials (NACTO) released a set of policy suggestions in
response to the potential impacts of AV.
And, as Elliot noted, there are currently 263 million non-autonomous cars on
the road, and roughly 2 billion parking spaces in the United States. While tests,
such as the recently announced Waymo trials with families in Phoenix, may have
already started, it will take a long time for AV tech to dominate our roadways.
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Waymo's new AV trials on Phoenix,featuring minivans,are testing the technology In a more suburban environment.
Waymo
But that hasn't stopped many planning and development experts from thinking
about the ways this technology will reshape planning, cities, and, eventually, real
estate. As local governments deal with important transportation and land-use
issues, the results of these decisions will potentially inflate or depress real estate
values and change the way developers operate. Even expected shifts in roadway
and traffic design that will be made in the next few decades suggest big shifts
will come to future development.
"Streets are 25 to 35 percent of a city's land area... [the] most valuable asset in
many ways," says Zabe Bent, a principal at transportation consulting firm
Nelson\N_ygaard and a speaker at the APA conference. "We need to really think
about how we manage those spaces for the public good and for reducing
congestion."
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The huge potential in parking space
Elliott, the zoning consultant, sees the steady rollout of autonomous-vehicle
technology as a catalyst speeding up existing trends. While many technologists
may predict a new wave of specialized infrastructure, he believes the future is in
the smart repurposing of existing spaces and structures, and policies and zoning
codes that support those types of projects.
There's a tendency to think of new solutions, Elliot says, when the reality is that
smart reuse will be key for urban development. Planners will face this shift by
using traditional tools—zoning, street design, and traffic regulation—in new
ways, which will, in turn, impact how developers operate.
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According to Kinder Baumgardner,a landscape architect at SWA,the advent of driverless cars will radically reshape
how cities and towns use space,especially roads.With less need to own cars,suburban developments will have extra
open space. I CITE Magazine/SWA Group
He sees two small but significant changes affecting urban real estate
development in the age of driverless cars. A reduced need for parking may be the
most significant. High-value property in urban areas needs to account for
mandatory parking allowances, forcing developers to factor the cost of parking
spaces into construction costs and rent.
Elliot gave the example of a Soo-square-foot micro-unit studio in a dense
downtown area that, due to code requirements, needs two parking spots,
meaning the vehicles may end up with more space (324 square feet) than the
tenant.
But with the potential for driverless tech to reduce private car ownership,
developers won't need to worry about parking spaces, and can make more
money by avoiding wasting space on cars. Elliot sees debates around parking
allowances becoming much more important, since it's a potential tool to create
more mixed-use, transit-oriented development and accelerate trends favoring
downtown living (and new suburb development that mimics a similar density
and walkability).
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Boston-based architectural firm Arrowstreet has developed plans for parking garages that will be adaptable and
respond to changes in car ownership and vehicle technology. I Arrowstreet Inc.
Some in the real estate world are already planning for this future. In Los
Angeles, the mega-developer AvalonB y Communities Inc. has begun work on
an apartment development in the city's arts district with parking garages
specifically designed to be convertible, to take advantage of a time in the near
future when extra spaces won't be needed.
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Brentwood .ed-u. development-in-Nashui .I also be built mitha
smaller parking-related footprint, and the city of Somerville, Massachusetts is
collaborating with Audi's Urban Future Initiative and the Federal Realty
Investment Trust on a garage design that could cut needed parking space by 62
percent. Audi estimates the design could save $ioo million once it's finished.
"Developers will start using the promise of AV and driverless cars to realize net
savings," says Elliott. "It's not necessarily cheaper, but more space can be used
for commercial or residential purposes."
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The EZ-10 bus,an automated bus currently being tested in Helsinki. I Easymile
Real estate firms will negotiate for fewer parking spaces, perhaps even setting up
their own agreements with autonomous bus or transportation-network
companies, such as Uber or Lyft, to provide tenants with transportation access
in exchange for gaining more usable, high-value urban space. Though banks and
financial institutions will need to get on board with the concept, this would offer
a new way to add density, and could help spur more mixed-use, walkable cities.
The question marks around AVs cut both ways; some, including Elliott, believe
AVs could also be tools for sprawl, since commutes will suddenly be more
enjoyable and "not everyone can live in funky lofts."
Street-level shifts
Just as driverless car technology will speed up a change in the way cities think
about parking allowances, it'll also accelerate a shift in how we design roadways,
specifically pick-up and drop-off zones for vehicles. The growth in services such
as Lyft and Uber are beginning to make this issue clear, but as autonomous
vehicles eventually hit the streets, the way buildings and developments welcome
and adapt to traffic flow will become increasingly important.
"Our streets aren't designed for door-to-door service," says McDonald.
New land-use rules and traffic codes will need to be designed to properly funnel
AV traffic and prevent what could be a series of bottlenecks on the road,
especially during rush hours, as people get to and from work and school.
Redesigning parking lots and entrances to be less about static parking and more
about increasing the flow of dropoffs and pickups, as well as serving as staging
areas for driverless cars not in use, will both free up space and ideally protect
roadways from potential congestion.
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researchers-belie-ve-more research is needed in_this field. Instead-of
focusing on highway situations, automakers and tech companies need to run
more simulations with street-level and pedestrian interactions (such as those
undertaken at the MCity testing grounds in Michigan) to develop better loading
and unloading zones.
The Wity testing ground in Michigan helps automakers and engineers develop autonomous vehicle technology within
a simulated city environment. I Wity
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wlopments-that_don'_t-begin to dor this in may become the sites of frequent
traffic jams during peak hours. Allowing Uber and Lyft to take up these spaces
for drop-off without creating new regulations is just asking for congestion.
"Curbside loading will become more and more critical," says Bent. "We need to
understand how to manage that curb, since it'll be important for loading,
unloading, cyclists, and transit. It's an increasingly important place for cities,
and we need to learn how to use it better."
"Our streets aren't designed for door-to-door
service."
Traffic regulations, even slight shifts to speed limits due to driverless cars, may
prove to be important battles over regulation and control. Elliott believes that
automakers and tech companies will push hard for state and even federal
guidelines for AV to make it easier to program and sell vehicles for a national
market.
Local government will need to act decisively to regulate drop-off lanes, speeds,
and new parking rules before market forces, and other governments, begin
making decisions for them. Technology firms shouldn't reap the rewards after
cities make the investments necessary to adapt to a new transportation reality.
Parking, of course, won't totally disappear; even the most optimistic, far-
reaching prediction for AV adoption suggests we'll need parking for older,
standard vehicles, and staging areas for cars not in use. But the decreasing need
for, and importance of, parking will come at a come for cities and municipalities.
Decreasing parking revenues (as well as fines, since AV would be programmed
to avoid overstaying a meter or parking during street sweeping) could hit city
coffers hard without additional revenue streams. Bent believes that cities will
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begin to adopt neyv forms_of-raising_money-from.transportation,-
-such-as-user-pricing (charging for empty vehicles) or congestion pricing, driving up the cost
of moving during peak hours.
Rush hour may become longer and more productive,encouraging sprawl,unless planners are proactive. I AP
Photo/Eric Rlsberg,File
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As self-driving cars hit the road, real estate development may take new direction - Curb... Page 13 of 15
This kind of grieinglecomes-everLmore important as a long-term tool to fight
sprawl. According to the UC Davis report, as the perceived price of
transportation decreases due to automation, it'll be cheaper for developers to
fund projects far from dense urban areas unless municipalities take the lead to
incentivize infill development and perhaps even charge for vehicle-miles
traveled as a way to make AV commutes less amenable.
Planning for the future
So far, most cities and planning departments haven't extensively studied the
issue and begun to factor it into long-range planning, though that is starting to
change. Scott Peterson is the director of technical services for the Metropolitan
Planning Organization, a Boston-area regional planning group that released a
white paper about autonomous vehicles and city planning.
"These issue came up before, but we couldn't do them justice during our last
plan," he says. "But now that there's been more research on safety issues and
rollout, we can start factoring it in."
This recently released white paper places Boston at the forefront of preparing for
this big transportation shift. The MPO will begin to run local workshops in
October to gauge how area municipalities see this impacting their operations,
and will factor autonomous vehicles into long-range planning for their next
long-term plan, which comes out in two years.
Peterson sees any impact of autonomous vehicles at least a decade away, and
believes that a change won't happen overnight. But in 20 years, it'll be a
significant topic of conversation, and a majority of vehicles might be using this
technology. So it's definitely time to start looking at the many land-use issues
this technology will leave in its wake.
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"We really need t"pdate-mmanalytical-tools-and process to be, reflective of t
shift," he says. "Nobody has the definitive answers about this, and how people
are going to use this technology, and even their time in their cars."
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Calls Mount For Decreased Parking Requirements
JUNE 7,2017 I BY KELSI MAREE BORLAND
LOS ANGELES—With the inevitable adoption of driverless cars and new technology like ride
sharing services and companies like Envoy, developers have been calling for cities to reduce
parking requirements on new developments. Now, research from UCLA Ziman Center for Real
Estate shows that low-income renters are also negatively impacted by the parking
requirements. Many apartment parking garage fees are bundled into rental rates, and carless
drivers pay more than $400 million annually in parking fees. Many carless renters are also low-
income, making the financial burden significant. To find our more, we sat down with C.J.
Gabbe, Assistant Professor in Santa Clara University's Department of Environmental Studies
and Sciences, to discuss the research. `It's first useful to remember that controversies about
zoning are as old as zoning itself,"says C.J. Gabbe
GlobeSt.com: What was the impetus to look at parking impacts on low-income renters
specifically?
C.J. Gabbe: Greg Pierce, my co-author and I, have been looking at parking policy in various
cities, particularly in California, and we had been interested in looking nationally at the supply of
parking as it related to housing. We were also interested in carless households. We really
started exploring the national data to understand what was going on better, and it really hit us
that carless renters often had much lower incomes than the average renter living in housing that
has a garage that they are indirectly paying for.
GlobeSt.com: What are the solutions for carless renters?
Gabbe: Cities could reduce or eliminate minimum parking requirements. As a developer, you
may be able to build an apartment complex without needing to provide the amount of parking
required today. In general in the US, we have very antiquated parking standards, and often
times they are decades old. Our approach is all about giving people options. Renters should
have the option to rent or buy an apartment or condo that does or does not include parking. The
crux of our policy recommendation is giving people more choices and more flexibility.
GlobeSt.com: How does changing technology fit in, like driverless cars and shared ride
services?
Gabbe:That wasn't part of this research, but that is something that is on our radar. We are
trying to understand the future technology scenarios and how they may require very different
parking standards than we have today. From the perspective of this paper, I think planners and
policy makers are talking about people paying for parking whether they need it or not, and we
found the carless renter a good example of just that. You can't imagine a better example of
someone paying for something that they are not using than someone paying for a garage that
doesn't have a car. We are really working backwards from the equity aspect of carless renters,
and the technology question in the future is going to be about how we can better tailor parking
to resident's needs.
GlobeSt.com: /s the idea that if carless renters do not have to pay for bundled parking,
that money will be recycled into the economy in other ways?
Gabbe:Yes. We think that if given a choice, carless renters and others that may consume less
parking may choose to send more on housing attributes or move to a different neighborhood.
They may choose to spend money on different things or they may choose to save it. We think
that giving people the choice around how they spend their money is important.
GlobeSt.com:Are cities beginning to change their parking requirements?
Gabbe:There has been. It is very slowly picking up steam in the US, and a lot of US cities, it is
happening on a neighborhood plan basis or stationary plan basis. The systematic reforms have
been slow with a few exceptions. Cities like San Francisco and Portland have made some
significant parking changes, but cities like Los Angeles have been slower to adopt these
changes. It has been more on a neighborhood-to-neighborhood basis rather than something
that is being broadly applied. I am optimistic that cities are moving in the direction of providing
more possibilities.
BARNARD
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THE BUSINESS
REDEVELOPMENT AND PARKING :
DOES SIZE MATTER?
By Leonard T.Bier,CAPP,JD
n "Field of Dreams,"the protagonist speaks a phase that has become a mantra for
many in the world of parking and redevelopment: "If you build it, they (he) will
come." Up until now,this planning principal or philosophy worked fairly well in
urban environments.A larger parking facility within reason (10 to 25 percent) was
always better than one that met current parking demand because future parking
demand would always increase in a vibrant urban core.Bigger was better!
Determining the correct size of a parkingfacility in and office or office and hotel/movie theater.The peak
an urban center,now more than ever,is critical from parking times for these uses are not in conflict,and
both a planning and economic feasibility perspective, usingthis kind of model allows parkingto be reduced.
Recently,I attended the New Jersey Future Conference What about car sharing?According to Wikipedia,
planning sympsium.A colleague who is an expert in the hourly rental/sharing of passenger vehicles was
redevelopment law and planning was the moderator commercially reintroduced in 2000 by Zipcar,which
fora panel on parking and redevelopment.Ile started has been joined by several competitors.Car sharing
with a thought-provoking question:"Would you today reduces the need for individual car ownership and
build and finance a arkin ara a with 30 ear parking lowers the number of necessary parking spaces in
P gg g' Y P g YP g P
revenue bonds?" residential projects.
My answer:It depends.Have your municipal gov- Progressive cites have amended their planning and
ernment,zoning and planning boards,orcommissions development regulations to reduce required onsite
studied and recently adopted or amended local parking parking space for residential projects based on the
ordinances setting forth the required parking ratios for developer including shared vehicles in the project's
redevelopment projects?If not,regulations are probably parking facility.Car sharing has been successful in
compelling developers to provide parking far in excess dense urban environments with mass-transit systems
of what is actually needed, that can get a resident to work on a daily basis and near
Has your community adopted transit-oriented de- university campuses.
velopment(TOD)parkingcode requirements?Research The last factors affecting urban parking structure
conducted by a number of U.S.state,regional,and planning are autonomous or self-driving vehicles.Re-
local transit agencies and authorities has determined member,when you build an urban parking facility today,
that TOD residential and office development within a it has a useful life of 40+years.
quarter-mile of a transit station or multi-modal transit The autonomous car,like the faithful dog that follows
hub can reduce the number of needed parking spaces you to school,will be told to go home for use by your sig-
in parking facilities by 15 to 25 percent near offices and nificant other and/or children or back to a shared-vehicle
5 to 60 percent in residential areas. depot for use by others.If you do not need your car for
work,there may no longer be long-term hour parking
Shared Parking spaces hosted at your office at your employer's expense.
Has your municipal government officially recognized We don't know yet what the effect of autonomous
shared parking?IIas it amended municipal land use vehicles will have on parking space ratios for urban and
ordinances/code or included the option to share parking suburban residential and office development projects.
LEONARD T,BIER, spaces in redevelopmentarens?Ifnot,outdatcdprincipals Apple,Google,Ford,Tesla,IBM,BMW.GM,FedRx,Chi-
CAPP,JD,is the are compelling builders to construct parking based on na's Haidu,and Amazon have invested tens of billions of
principal of Bier the sum of individual parking users. dollars in technologies nssocinted with the development
Associates.He can be
reached at h,,hw( 1, Depending on a development project's mixed-usc and production of nn autonomous vehicle,We all can be
at_ u,l.or components,o parking facility could be shared.Isxamples certain of one thing:When they build the autonomous
732,828,8868, of complimentary shared parking uses include residential vehicle,we will buy it.
12 INTERNATIONAL PARKING INSTITUTE I JUNE 2017