HomeMy WebLinkAbout082611_seattle_summary_final_lowRes_spreadThe City of Seattle Department of TransportationPerformance-Based
Pricing Study
Parking
ExEcutivE Summary
AuguSt 2011
Program PurPoSEProject goals and Objectives
PricE and managE on-StrEEt Parking to:
Enable customers to find parking within easy walking distance of their ;
destination, while balancing parking needs with other important curb lane uses
(e.g., transit stops, loading, etc.)
Conserve fuel, reduce greenhouse gas emissions and lessen traffic congestion ;
from drivers circling and looking for parking
Increase access to businesses by ensuring on-street parking space turnover ;
Develop new technology and communication tools to improve parking ease of ;
use and to enhance the customer experience
Data Driven Policy: X Efficient and timely collection
of data used to adjust pricing and time limits based on
actual occupancy data.
imProveD access: X Performance-based parking
pricing strategies are being implemented to create one
to two open spaces per block face, to ensure convenient
access to users.
ease of Use: X Enhance the parking experience with
improved technology, new parking payment options and
improved communication tools.
A healthy city has the qualities you see in
the boxes. Parking plays a significant role
in helping to build a walkable, bikable and
transit-friendly city.
Neighborhood Vitality: Parking policies promote short-term
parking turnover for customers and limit spillover impacts onto
residential streets. This improves neighborhood vitality while
supporting walking, biking and transit use.
Economic Vitality: Businesses see parking as critical to their
success. Businesses need loading and dependable customer
parking access. Through improved parking management, the
goal is to improve parking availability and reduce congestion
caused by people circling for that last open on-street parking spot.
Healthy Environment: Research shows that free parking
is one of the biggest determinants for people’s mode
choice. Managing parking therefore is critical to addressing
greenhouse gas emissions.
Equity: SDOT is committed to ensuring that parking solutions
are implemented in an equitable fashion.
How Parking can contriButE to a HEaltHy city
a Performance-Based Parking Program for Seattle
During adoption of the 2011 budget, City Council directed the Seattle Department of Transportation (SDOT) to set
paid parking rates by neighborhood to achieve the policy objective of providing an average of one or two open spaces
per block face throughout the day. As a result of this policy change in late 2010, SDOT conducted a citywide parking
study and established 2011 on-street parking rates, ranging from $1.00 per hour to $4.00 per hour, in twenty-three
paid parking areas. In the spring/summer of 2011, SDOT conducted the Performance-Based Parking Pricing study,
including a large data collection effort, to evaluate new pricing programs. This report is the result of that effort.
The study developed performance-based parking pricing recommendations for implementation in Seattle’s many
neighborhoods. Performance-based pricing is envisioned as an on-street parking management system responsive to
fluctuations in demand and compatible with existing parking technologies (primarily parking pay stations). This study
included citywide paid parking data collection and analysis, economic analysis, identification of demonstration projects,
and public engagement components. Included in the public engagement process was a Parking Sounding Board made
up of a wide variety of community stakeholders. The Sounding Board provided valuable input that helped define and
shape the study’s final recommendations.
The study’s outcomes included a phased plan for implementing performance-based parking pricing policies, including
strategies and demonstration programs for downtown Seattle and neighborhood business districts.
The study also included an Expert Advisory Panel to provide insight and guidance for best management practices
and the development of innovative parking strategies. The panel was comprised of a team of former and current
parking professionals and downtown leaders with varying backgrounds in parking demand management, technology
innovation, communications strategies, sustainability, and downtown development. The Panel’s purpose was to provide
insight into real world experiences related to the implementation of performance-based pricing strategies, analyze
parking management alternatives, and help develop solutions for Seattle.
Successful implementation of this study will result in improved management systems for on-street parking that will
provide better access, a more vibrant business climate, and greater customer satisfaction.
neighborhood vitality economic vitality
Healthy environment equity
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FramEworkWhat is Performance-Based Parking Pricing?
Performance-based parking pricing uses parking occupancy and turnover data to set parking rates and rules that drive
demand patterns in a way that achieves a clearly stated policy objective. A performance-based parking pricing program
can grow over time to include new data sets, expanded demand management strategies, and more sophisticated
technology. As articulated by the City Council, performance-based parking pricing in Seattle is intended to achieve
an objective of meeting the target occupancy of one to two on-street spaces available, on average, per blockface
throughout the day. Pricing strategies include:
neigHborHooD sUbarea Pricing X – In neighborhoods where areas of high and
low parking demand can be geographically delineated, tailor rates and time-limits to smaller
subareas to address distinct differences in parking patterns.
time-of-Day Pricing X – For neighborhoods with varying occupancy patterns over the
course of the day, such as high lunchtime and late afternoon peaks and low morning demand,
create different parking rates for each of these “time band” periods.
seasonal aDjUstments X – Implement higher parking rates during the peak season
for neighborhoods where the demands area dramatically different based on the time of year.
event overlay X – In business districts where major events (e.g., sports or concerts)
create parking dynamics that are very different than a typical day, assess the area parking
goals to determine whether to create more event parking by increasing on-street rates and
eliminating time limits to accommodate event-goers, or to keep time limits to retain on-street
spaces for other businesses during event days.
Progressive Pricing X – For neighborhoods where longer on-street parking stays
are desired (e.g., for dinner and a show) charge a premium for additional hours. This strategy
could be in combination with time limit elimination or extension.
time limit extension X – In areas with greater availability than one to two spaces per
block and where land uses do not support short-term retail parking, lengthen the time limit to
invite longer stays.
This study posits that “people don’t park just to park” – parking is part of the experience in reaching a desired
destination. Data collected as part of this study demonstrated that lowering parking rates does not always result in
increased parking demand. Therefore, although rate changes are the primary driver in performance-based pricing,
they are not the only strategy to encourage open spaces. Adjusting time limits, addressing use and abuse of disabled
parking permits, and adopting new technologies, such as payment by cell phone, can maximize use of limited parking
and enhance the customer experience.
Many North American cities are pursuing performance-based pricing programs to address their parking issues. While
eyes have been focused on San Francisco and Los Angeles, Seattle’s project can break new ground for the vast
majority of cities that will not receive large federal grants.
Parking Programs in Other Cities
The research elements of this study included an extensive literature review as well as in-depth reviews of other programs around the country
that include performance-based parking pricing programs.
SFpark
“SFMTA established SFpark to use new technologies and
policies to improve parking in San Francisco. Reducing traffic
by helping drivers find parking benefits everyone. More
parking availability makes streets less congested and safer.
Meters that accept credit and debit cards reduce frustration
and parking citations. With SFpark, we can all circle less
and live more. SFpark works by collecting and distributing
real-time information about where parking is available so
drivers can quickly find open spaces.”
LA ExprESS pArk
“ExpressPark™, the Downtown Intelligent Parking
Management (IPM) Project is proposed as a comprehensive
strategy to relieve traffic
congestion, reduce air pollution,
and improve transit efficiency
in Downtown Los Angeles
through the implementation of
demand-based parking pricing
and operational policies.
pArk SmArt - NEw York CitY
“PARK Smart is a program to make parking easier while
reducing congestion and improving safety. DOT is conducting
six-month pilots in neighborhoods across the City to evaluate
how the program works in different settings. The agency
works closely with community boards, merchants, BIDs and
other local stakeholders
when developing
the pilots.
wAShiNgtoN, D.C.
DDOT will test out multiple systems from a variety of
vendors, including pay-by-space, pay-by-license plate
and pay-by-phone parking. The goal is to identify the best
technology and solutions to improve the parking experience
for motorists in the District. The pilot project is targeted to
last two years.
district department of transportation
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rEcommEndationSStudy recommendations
Progressive Pricing
This recommendation merges two cutting-edge on-street
parking management strategies to provide more flexibility in
on-street parking options to accommodate the wide variety
of customer trip purposes. The elimination or extension of
time limits would be combined with “progressive pricing”
(e.g., where hours 3 and 4 cost more than hours 1 and 2.) to
provide a balance between creating more flexibility of time
stays with the need for turnover.
It will be important to find willing neighborhood partners for
this demonstration to fully understand parking dynamics
prior to changing time-limits and creating sub-area rates The
consultant team’s recommendations for areas to implement
this concept, based on the data, are either the Pike/Pine
District or the Commercial Core District.
Seasonal Adjustment
Adjust rates based on demand patterns throughout year,
likely with two seasons – winter/summer. Ballard Locks is a
preferred candidate for this demonstration.
Event Overlay
Major events can significantly impact neighborhood districts
and create parking dynamics that are very different than
a typical day. Evaluate how parking might be managed
differently during events. An event overlay approach could be
tailored to specific areas impacted by major events (such as
Pioneer Square and Chinatown/International District near the
stadiums, or Uptown near the Seattle Center).
Time-of-Day
Peak demand periods may occur for only a few hours during
the day. This strategy would adjust rates based on patterns
of parking demand throughout the day. It would be important
to find a willing partner for this strategy, as it was considered
to be “difficult to communicate” by members of the Parking
Sounding Board.
This recommendation will implement a time-of-day pricing
pilot program, which will change pricing by common time
bands (morning, afternoon, evening) based on actual
demand patterns that are measured in each neighborhood.
For example, an area with high demand after lunch peaks
would have higher prices during the afternoon period, but
potentially lower prices in the morning and evening periods.
The benefit of this strategy is better management of parking
through pricing, but only in the periods that it is truly needed.
The following areas were observed to have significant
changes in demand over the course of the survey day
and would technically be good candidates for this pilot:
Roosevelt, 12th Avenue, Chinatown International District,
Ballard Locks & Fremont.
Disabled Parking
Changes in Regulation of Disabled Parking — Use and
abuse of disabled parking privileges can greatly impact a
city’s parking dynamics. In studies over the last ten years,
the city has found that the tremendous amount of abuse of
these permits limits access to legitimate permit holders and
other parkers. Abuse, e.g. use of disabled permit by non-
disabled persons, as well as legal use of permits and plates
to obtain free all-day on-street parking for persons working
in the immediate area effectively tie up large amounts of
on-street parking for the entire day, prohibiting any short-term
use by both disabled and non-disabled persons. This can
be particularly true under a performance-based approach in
which rates are increased in high-demand areas, adding to
the incentive to use and abuse the disabled privileges.
Based on the June 2011 data, disabled permit usage was
highest around the medical campuses in those areas, with
use around 30-40%. In the Commercial Core, usage was
typically around 20-25%.
It is recommended that the city implement 4-hour time
limits in paid parking areas for vehicles with disabled
parking permits(as authorized under state law). Proactive
engagement with the disabled community should be
continued and enhanced if this recommendation is acted
upon. The city should also continue to pursue changes in
state law to strengthen regulations for accountability
within permit distribution and the role of doctors in
approving permit.
Neighborhood Engagement
Partner with neighborhood business districts to
better understand customer needs, experiences
and program impacts. Sustain relationships and
implement strategies. Engage with businesses on
strategic communications.
Data Collection and Analysis
A robust data collection, analysis and reporting
effort is critical to success. Performance-based
on-street parking pricing that is “data driven”
requires an ongoing investment in data collection
and analysis.
While “real-time” data systems are the ideal, they
are not financially feasible for Seattle at this time.
It is recommended that SDOT continue to conduct
annual comprehensive parking occupancy
surveys and quarterly or bi-annual surveys of high
demand areas. The City is currently developing
advanced statistical parking data analysis
programs and the in-house development of
predictive algorithms using pay station and other
data sources. The consultant team recommends
continuing these efforts in conjunction with
evaluating private sector collaboration options.
Evaluate mobile license plate recognition as a
possible alternative data collection methodology.
The implementation of on-street parking rate
changes based on documented parking utilization
data is at the heart of performance-based pricing.
Explore the most effective way to measure
and document the impacts of parking rate
adjustments.
Open Access to Data
“So do you have an app for that?” That’s a
common question, and the study recommends
that the City continue to push out parking data
for private sector computer program software
developers to use. The data that the City has from
several sources (pay station transaction data,
parking utilization survey data, etc.) is a valuable
asset that could be leveraged to create interest
and potential investment by the private sector.
Pay-by-Cell
Pay-by-cell phone is an exciting new parking
payment option being recommended for
implementation in conjunction with the new
Performance-Based Parking Pricing Initiatives.
Providing this alternative payment method as a
new option enhances the ease and convenience
of parking and provides other tangible customer
benefits.
An initial, one-time setup to link a credit card
number with a phone number is required. After
the initial setup, the system then uses caller ID to
match the user with the account or another type
of account ID.
Pay-by cell phone provides a new payment option
that will bring real and tangible customer benefits
related to the ease of parking and improved
customer convenience. Apply city-wide.
Neighborhood Sub-Area Rates
A geographical/demand-based approach would
better use parking occupancy data to define and
cluster sub-areas with higher demand, then price
those high demand accordingly. This approach
would “let the data decide” the boundaries and
pricing, in contrast to a general district approach.
Creating demand-based sub-areas is a natural
evolution from the City’s current rate-setting
efforts.
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June 2011 Parking OccuPancy Survey
Neighborhood District Overall Peak Parking Utilizations
8 AM – 12 PM 12 PM – 3 PM 3 PM – 6 PM 6 PM – 8 PM Saturday Peak
12th Avenue 78%83%82%70%91%
Ballard 56%70%58%46%118%
Ballard Locks 59%78%56%89%129%
Belltown North and South 43%49%64%98%75%
Capitol Hill (Broadway)32%33%51%82%N/D
Cherry Hill 78%79%91%108%N/D
Chinatown/International District 82%76%72%71%N/D
Commercial Core 63%78%90%120%113%
Denny Triangle North 49%58%87%116%114%
Denny Triangle South 45%71%62%96%67%
First Hill 87%80%68%N/D N/D
Fremont 65%68%67%71%48%
Green Lake 52%53%52%N/D 49%
Pike/Pine 38%48%48%86%94%
Pioneer Square 28%33%44%N/D 44%
Roosevelt 47%65%66%102%83%
South Lake Union (Short and Long Term)44%71%66%97%89%
University District 48%52%105%119%109%
Uptown 41%50%75%79%77%
Uptown Triangle 43%53%50%109%115%
Westlake Ave North 31%69%60%44%105%
Future Data Collection Efforts
The City of Seattle has invested in extensive parking data collection and analysis efforts in 2010 and 2011 creating the required
baseline data needed to inform performance based parking pricing strategies. In order to maintain and expand the program, the City
must be committed to the level of data collection necessary to maintain annual metrics and build a library of data that can inform rate
setting decisions and management strategies, and forecast demand elasticities by neighborhood of the Seattle parking system on an
on-going basis.
With the data report and comparison completed, a foundation has been built for a data-driven parking pricing system. The on-street
parking occupancy data, along with paid parking transactions and other tools, can be used to inform and refine future year rate-setting
processes. In order to build on this foundation, an annual data collection inventory is necessary to assess how these changes have
impacted the existing parking conditions. This annual data collection inventory should be planned for the same months (May-June)
each year to promote a more efficient and realistic comparison of annual data results. The City should continue to monitor and
collect data for the same locations, to better understand how parking pricing decisions are affecting parking behavior throughout the
community. Additionally, the City should continue to collect Saturday and Sunday data, as well as incorporate the weekend data into
the annual rate setting analysis.
The City should also consider adding turnover and duration data collection to its annual roster of data collection tasks. As the City
moves into the various realms of performance based pricing, the measurement and understanding of turnover will be critical to
the development of future policies and the maintenance of the overall system. As a subset of this data, the City should consider
measuring disabled permit occupancy and turnover, to better understand the impacts of the long-term disabled placard use and
abuse within the community.data collEctionOverall Peak daytime Parking
utilizatiOn cOmPariSOnS
Neighborhood District Nov 2010 Jun 2011
12th 80%71%
1st Hill 100%82%
Ballard/Ballard Locks 68%66%
Belltown North 46%37%
Belltown South 65%67%
Chinatown/International District 80%78%
Capitol Hill 89%86%
Cherry Hill 85%87%
Commercial Core 97%83%
Denny Triangle North 42%31%
Denny Triangle South 71%77%
Fremont 80%83%
Greenlake 64%68%
Pike-Pine 85%79%
Pioneer Square 91%80%
Roosevelt 67%49%
South Lake Union Long Term 73%88%
South Lake Union Short Term 58%55%
U-District 64%91%
Uptown 52%48%
Uptown Triangle 29%32%
Westlake Ave North 61%54%
June 2011 – annual Parking Occupancy
The June 2011 data collection effort covered all of the city neighborhoods with paid on-street
parking. The 23 study areas were nearly identical to the areas for which data was collected in
the November 2010 parking study, providing the opportunity to examine the effects of the 2011
parking rate changes. Each study area has a distinctive blend of commercial and residential
development, parking supply and demand patterns, and hourly rates. The on-street data collection
was completed over a three-week period in June and covered the areas shown in the map below:
Each of the 23 neighborhood parking districts was surveyed. h
In areas where rates were increased, there was a slight reduction in occupancy; in areas where h
rate didn’t change, results were mixed, with minor fluctuation in occupancy up and down; and,
in areas where rates were lowered, there was not a dramatic increase in occupancy.
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ExPErt adviSory PanElPerFOrmance BaSed Parking Pricing Study
Parking SOunding BOard ParticiPantS
Katherine MacKinnon Downtown Seattle Association (DSA)
Francine Fielding Wright-Runstad
Laura Larson Republic Parking
Ed Danyluk Imperial Parking Corporation (IMPARK)
Mike Fuda Diamond Parking Service
Josh McDonald Washington Restaurant Association
Leslie Smith Alliance for Pioneer Square
Chip Wall Pike/Pine Urban Neighborhood Council
Doug Campbell University District Business Owner, Bulldog News
Beth Miller Ballard Chamber of Commerce
Don Blakeney Chinatown/International District BIA
Jessica Vets Fremont Chamber of Commerce
Susan Ranf Seattle Mariners
Eric de Place Sightline Institute
Erica Sekins Seattle Commission for People with Disabilities
Jerry Everard Seattle Nightlife and Music Association
Parking Expert advisory Panel
The panel included a team of former and current parking professionals and downtown leaders with
varying backgrounds in innovative parking management, technology, sustainability and downtown
management. The purpose of this panel was to provide insight through “real world experience”
related to the implementation of performance based pricing strategies, analysis of specific parking
management alternatives, and the development of unique solutions for the City of Seattle.
The following issues were key focus areas:
Appropriate occupancy ranges h
Data needs h
Rate setting methodologies h
Dynamic pricing experiences and strategies h
Strategies on revenue forecasting h
Communication strategies h
Methodologies for implementation (pilot h
programs)
Evaluation of other parking technologies h
Parking Sounding Board
To inform the parking strategy development process, SDOT assembled a Parking
Sounding Board, representing businesses and community, as well as other organizations in
the city. The Sounding Board began meeting in June 2011, and will continue to meet after
completion of the Performance-Based Parking Pricing Study.
The primary purpose of the Sounding Board was to provide a forum for two-way
information exchange. The key goals for the Sounding Board included:
Providing perspective on the effects of paid parking policies h
Representing constituency perspectives h
Reviewing and commenting on potential performance-based pricing strategies and h
implementation options
The Sounding Board met 4 times from June – August, 2011. The meetings kept Sounding
Board participants informed of study progress. Data results were reviewed and discussed.
The Board was engaged in discussions regarding performance-based pricing strategies
and what strategies might make sense in their districts. There were lively discussions of
potential enabling technologies, as well as larger parking and transportation issues and
concerns.
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For More inForMAtion:
www.seattle.gov/transportation/parkingFor morE inFo