10-5-17 PPSARC Agenda PacketPARKING AND PEDESTRIAN SAFETY ADVISORY RESOURCE COMMITTEE
6 p.m. Thursday, Oct. 5, 2017
Commission Chamber
City Hall
800 Seminole Road
Call the meeting to order Commissioner John Stinson
Chair
Courtesy of the floor to visitors
Approval of the minutes of August 31, 2017 Committee
Priority-setting review Committee
Pay-for-parking discussion Committee/Jay Handline, Beaches Town
Center Agency
Items for next agenda Committee
Closing comments Committee
Adjourn
MINUTES
PARKING AND PEDESTRIAN SAFETY ADVISORY RESOURCE
COMMITTEE MEETING
AUGUST 31, 2017-6:00PM
Atlantic Beach City Commission Chamber
800 Seminole Road
IN ATTENDANCE:
MEMBERS: STAFF:
Terry Essick Deputy City Manager Kevin Hogencamp
Greg Kuppennan Recording Secretary Joanie Bowman
Jennifer Lagner
Paula O'Bannon
Kim Reich
John Stinson, Chair OTHER:
Michael Tari
Dale Wappes Jay Handline
Nancy Whittington
Woody Winfree
Dennis Winkelman
Welcome and introductions
Chair Stinson opened meeting@ 6:06p.m. and introduced the members of the Parking and Safety
Advisory Resource Committee.
Courtesy of the floor to visitors
Pam McCrary, 226 pt St., spoke about parking issues at the Town Center and recommended that
traffic counters be placed near to the Town Center.
Chair Commissioner Stinson explained the purpose of the meeting and his role in this Committee
as the facilitator.
Discussion regarding committee's scope Committee and processes.
Deputy City Manager Hogencamp spoke about his role in this Committee and explained that he is
a resource for issues such as, how to advance a discussion or agenda items, when they will meet
and provide information on the Sunshine Law. He stated that he would be the point of contact if
anyone needed anything.
Discussion ensued among the Committee members regarding the meeting schedule, quorum and
the process for submitting agenda items.
August 31, 2017 PARKING AND PEDESTRIAN SAFETY ADVISORY RESOURCE COMMITIEE MEETING
Discussion ensued among the members regarding parking data and traffic volume to assess
recommendations and interpretation of the data. The members spoke about beach access,
pedestrian safety, right-of-way and line of sight issues.
Beaches Town Center parking program
Chair Stinson tumed the meeting over to the President of the Beaches Town Center Agency, Mr.
Handline.
Mr. Handline provided a historical overview as it relates to the Beaches Town Center parking
program and Atlantic Beach as a whole. He spoke about employee parking issues, community
valet parking, Beachside Buggy transportation and initiating a time limit for on street parking. He
explained that this is a partnership between the Town Center Agency, the Merchant's Association,
both the city of Atlantic and Neptune Beaches and the prope1iy owners to find a solution that will
work for everyone. He stated that after studying this extensively and working with consultants,
recommendations were made that a paid for parking system made the most sense.
The City of Atlantic Beach is hoping to move forward relative to an understanding of what this
would mean for the parking spaces that are available. Mr. Handline spoke about the advantages of
a paid for parking system, including: Reducing sign pollution and improving traffic flow and
pedestrian safety. Further, this system can be used elsewhere in Atlantic and Neptune Beaches.
He explained that the software system utilizes license plate recognition, and that kiosks would be
located throughout the Town Center.
Chair Stinson stated that Neptune Beach is preparing to move forward with this parking system
and would like to see uniformity with our neighboring city.
Deputy City Manager Hogencamp informed everyone that the date for the potential parking system
implementation is January 1st. He explained the benefits of the parking system and believes it
could potentially generate revenue for the municipalities.
Mr. Handline mentioned they have the ability to implement free parking for residents.
Ms. O'Bannon inquired who would manage the parking system, which streets would be involved,
and what expenditures would be required.
Chair Stinson stated the management of the parking system is still under discussion.
Ms. O'Bannon inquired about streets that this system will effect.
Chair Stinson stated Ocean Boulevard and Atlantic Boulevard are the affected streets in Atlantic
Beach.
Mr. Handline spoke about the streets involved being the perimeter of the Town Center and cost
sharing between the City of Atlantic Beach and City of Neptune Beach.
Page 2 of 3
August 31, 2017 PARKING AND PEDESTRIAN SAFETY ADVISORY RESOURCE COMMITIEE MEETING
Deputy City Manager Hogencamp reported on the status prior to the committee being fmmed.
Mr. Handline answered questions about the number of parking spaces and Jacksonville's
participation.
Chair Stinson stated it is important for this Committee to give input and receive information
necessary to make a recommendation to the Commission, City Manager Genity and Deputy City
Manager Hogencamp.
Discussion ensued regarding the Beaches Town Center website, making a copy of the study
available, parking requirements and funding sources.
Chair Stinson thanked Mr. Handline for his presentation. Mr. Handline stated he would be glad to
come back with the parking expert to speak about the hardware and software system.
Wrap Up
Chair Stinson discussed holding these meetings the 1st and 3rd Thursday of the month from 6:00
8:00p.m. in the Commission Chamber, the agenda timetable and the Sunshine Laws. He spoke
about prioritizing the things that need to be addressed and solved. He explained they need six
members for a quorum and requested that the members inform the Deputy City Manager
Hogencamp as early as possible if they are going to be absent. He also explained in the Ordinance
the Commission elected to make the Mayor Pro-Tern the Chair to facilitate as a non-voting member
except in the case of a tie.
Adjournment
There being no fu1iher discussion, Chair Stinson declared the meeting adjourned at 7:49PM.
ATTEST: Commissioner Stinson
Chair
Donna L. Bmile, CMC
City Clerk
Page 3 of 3
BEACHES TOWN CENTER PARKING STUDY
Recommendations and Action Plan
E nvis ion Design + Engi nee ring, LLC, a long w ith RTA Co nsultin g Serv ices were app roac hed by Beaches Town Ce nte r
Merchan ts lo d ev t:l op n:comm cnd at ions a nd pla ns that wo uld ad dress th e parkin g iss ues associa ted with th e vary in g
demand gene rated in a nd around th e a rea . To th at e nd we me l wit h seve ra l stakeholde rs a nd p erfo rm ed a pre limin ary
s tud y of th e area look ing at th e physica l layo ut , cu rr ent pa rkin g operatio ns, tra ffi c patte rn s and th e pede strian
envir on ment. We have prepa red thi s repo rt th at lis ts th ose findin gs and obse rvation s, as we ll as reco mmend ati ons for
reso lvin g some of those id entifi ed iss ues.
The iss ues exper ience d at th e Beac hes Tow n Cen ter are not uniqu e, and are actu a ll y quite co mm o n in grow in g beach
front co mmuniti es . T hi s does not, however mea n th e ca uses 0 1· th e resolutions t o the issues arc goi ng to be the same as
wha t we mi ght see o r recomme nd for anoth er comm un ity, even if that commu nity were w it hin th e same bas ic
geog ra phi c a rea as th e Be ac hes Town Ce nter. Each co mmuni ty has its own uniqu e cus tome r base, and th e refore
req uires its ow n so luti ons. Pa rking is not a "one size fi ts a ll" iss ue. It's li ke med ic ine, yo u can have 5 peop le with th e
exact sa me symp to ms but there's a good chance th at a ll 5 may req uir e a di ffe rent cure. Making a decis ion to
g ive "Dave" th e same treatment that happened to c ure "Ma ry" jus t because they share s imilar sympto ms may ve ry we ll
ki ii"Oavc".
INITIAL OBSERVATIONS!FINDINGS
T he Be ac he s Town Cen ter "pro pe r" is a co mpact and de nse area. There are a var iety of com merc ial bus in esses, and
ac ti vity is present from ea rly morning unt il late at ni g ht. The mix of uses and dest in ati ons in th e a rea in clud e r etail ,
d inin g, lodg in g, enterta inm e nt and rec re ation. The a rea is s ubje ct to major sw in gs in de mand based o n a va ri ety of
un co ntro ll ab le in Ou cnccs suc h as c ha nge of seaso ns a nd dai ly wea th er. The mix of bu s in esses ge nerates demand ft·om
a wid e range or demographic categor ies, as we ll as draw in g th ose c usto mers from th e entire Metropo lita n Jacksonvi ll e
Regio n. In other words, there is no spec ifi c definitio n of th e typ ica l visitor to the Beac hes Town Ce nter. It is a
destination th at attracts th e e ntire comm unity.
As wi th many des irab le co mm erc ial area s there arc cettain obstac le s that pre se nt them se lve s as the popularity of th at
a re a grows, and one that a lwa ys comes to th e forefront is that o f par kin g, mo re specifica ll y a "lack" of parking . Having
a parking problem is both a ble ss in g a nd a curse. I lavi ng a problem, whether rea l or pe rce iv ed mean s bu sin ess is
grow in g but al so that th e area has rea che d a tippin g poi nt wh ere th e parking problem s ma y pre ve nt any additiona l
grow th , and in extreme cases co uld eve n lead to a dec li ne in bu s in ess . On the ot her hand , many be lieve th at the onl y
time yo u have a "real " pa rki ng pr oblem is when nobody is co mplainin g abou t it.
Many time s the pr oblems with paJ·kin g are more of a perception than actual rea lity , but when it co me s to att racting new
vi sitors and retaining customers one ha s to accept th at percepti on "is" rea lity. That be ing said , in man y in stances the
roo t cau ses of th e pro bl ems whether rea l o r perceived are fairl y easy to identify . As suc h we co nducted a simple
custome r s ur vey de s ig ned to g ive us a ge nera l s nap shot of the c usto mer base for the BT C.
What we d iscovered is that th e "real ity" for th e maj o rity of the c us to mers coming lo the area is that the parkin g
s itu at ion is "not ve r y in co nveni ent". That bein g sa id we a lso s aw th at an even greater perce nt age of th ose sa me
c ustom ers ma ke th e trip to the BTC at leas t o nce a week, and mos t of th e m actually v is it severa l times per week.
BTC CUSTOMER PARKING SURVEY
Iolal ~u Q!Ol! Boseonsa§ 524
T otal Customers Rol!rosonto d 913
t6'41utlfrtlyltO(tf(ijfl r(l(l•tiO'r!I•~~·'WiiJNOI llWILI.
C'Ot'fYIIff• t:t /fMI htiJlsf'• OlltM• ~lt«A'td
1. Whot Is your puriJ0$0 for vls lllno Bo •chu Town Cant o r IBTC ) t ocln y?
Shop ( ) m
Rntau111n t () lli
W o rk () §.1!
Por sonal Bu&lnel5 ( ) .1!1
Rccroutlon /SMch ( ) u
Govomm on t ( ) l
Ott10r 1
2 . Ho w for or long did you trovot t o t h o BTC?
t 5 minute' o r IU$ 1 ) lli
Moro than 16 minutes ( ) ill
3 . liow did you get to the BTC?
Drive Alono I ) ill
Orlvo Wllh Otl'lors ( ) How Many _ 6151 m
.!l~a~"u~UzaJ~1211c''" JJl1.
Bus ( ) .Q.
Walii/BI~o ( ) ~
Othe r --Q
4 . II you drove, whem d id you park?
On·atroet spaco 1 ) m
Parking lo t ( ) m
Reserved space ( ) .Q.
5 . Hu w l ong Is yo ur viS it tu tho BTC?
Los s than 1 hour I ) ~
1to2 t•ourfi 1 ) lli
3 to 4 hours ( ) 1..11
8 hou n; o r mora ( ) ~
6 . Ho w woul d you r ato tho convonlenco ot parking In tho BTC?
Vory Corwenlenl ( ) d1
Somowh~t Con vonlonl ( ) .w
!'lnt Very Col'''onlont ( ) lli
7 . Ho w olton Clo you visit lho BT C'/
uau~lly on c e~wook ( 1 f[l
Multiple limos A w onk ( ) ill
At t~ast once or lwlce a month ( 1 §Q
A l ow limos n yoar ( ) ;u
Rorely I ) J2
O ther .Q.
Ovorall Sh ooolnn FoodiBvll Olnlnn Services
~
42.37%
69.85'-'
11.45'/•
16.80'4
13.74%
0.38'/o
0;10'/o
71.76%
23.85%
51.91%
40.08%
0.00%
8.02 %
0.00%
3M5%
61.3 4%
0.00%
17.94%
49.62%
22.33%
e.30'Yo
9.16'A
26.00%
68.78%
16.60'Yo
66.34'Yo
11.45%
6.Hi'/o
3.24%
O.OO'Io
89 83%
4$.20%
1 0.17%
9.04%
10.17%
0.50%
0.5(104
6 7.80-A
2.5,!19%
55.9:1~
31M 5°/\
164
0.00%
4.52%
O,OCY'.{,
Sl.!ll%
37.29%
0 .00%
29.&1%
37.29%
22.El0%
508%
7 .3 4%
23.16%
$9.89%
26.1>5%
4U4%
1<.43%
904%
282%
0 .00%
40.26%
!13.51 %
10.48%
2.60%
25.t7%
1.30%
0.00%
87.0 1%
12.99%
49.35%
40.26%
1.83
0.00%
10.39%
0.00%
42.86%
4.5.4!1%
0.00%
29.87%
57.14%
11.69%
900%
15.66%
35.00%
48.05%
0.00 %
7&.82'.4
10.39%
t .30%
0.00'111
0.00'111
9.80%
95.31 '.4
O,BG%
2.82%
12.tl8'4
0.00%
0.00%
69.01"
23.00%
30.50%
4 9.77%
2.17
(\.00%
1'1.74%
0.00%
10.25%
61 .50%
0.00%
8.45%
40.36%
24.41 %
7.98%
986%
18.31%
60.09%
17 .84%
47.42%
13.62%
4.69%
5.63'111
0.00%
19.30%
19.30%
10.53%
110.!3%
12.26%
Cl.OO%
0.00%
73-68%
35.09%
92 90%
5..1!6'4
1.05
0.00%
1.76%
0.00%
43,86%
64.91%
0.00%
0.00%
62A6%
28.07%
000%
3.511)4.
~2 . 11 '111
6 ... 91%
3.61'4
94.74'4
1.75%
0.00%
0.00%
0.00%
The ge ne ra l ass umptio n fro m th ese res ults wo uld see m to ind ica te tha t th e product o ffe t·in gs in th e BT C are des ira ble
enough they offse t t he iss ues re lat ed to pa rkin g. l lowever , the n1os t co mrn on wri te-in comm en t in th e sur veys sta ted in
one way o r a no th er th a t "i P' the pa rking situat io n we re improve d th a t they wo uld visit mo re often. As the res ul ts
indi ca te U1 is attitude was the preva il ing o ne for a ll catego ri es of BTC cus to mers, mea nin g everyo ne sta nd s to ga in from
a 11 y pa rk ing imp rovements that ca n be ac hi e ved.
SHORT TERM ACTIONS
WHAT CAN WE DO TODAY?
We have outlin ed vari ous issues and so me pot enti a l long te rm solu ti ons in sub sequ ent sect ions of thi s re port, but ma ny
o r these are go ing to req uire so me ty pe of legis lative and /o r oth er po li t ica l action, or t he esta blishm e nt of a s us tainab le
f undin g mechanism. T hese s houl d be pu t sued, bul for now we wa nt to address th e conce rn s of those BTC cus to me rs
menti oned a bove a nd we wa nt to address th em AS AP . Wit h tha t in mind we are prop os in g seve ra l s imp le steps t hat
w ill requ ire not hin g more tha n a cooperative effort to imp leme nt.
We have s umm a rized eac h idea and a more deta il ed descripti on fo r each as fo llows. Our reco mmend at ions a re (in no
part ic ula r ord er, but eac h o f eqL1a l im po rt ance);
I. All on-s treet pa ddng spaces w ithin the DTC shou ld be d es ignated as 2 hour park in g, 7 days a week from 9 a m
to 7 pm (?).
2 . A ll off-s treet sp aces th at are c urrently rese rv ed 2417 sho uld be ope n to th e pub li c dur ing any hours the bus in ess
for whi ch t hey a re rese rve d is no t open (o r not in pea k opera tin g tim e).
3. T he va let op er a ti on s hould be ce ntrall y loca ted a nd s ho uld be open to a ny BTC v is itor.
4. Emp loyee pa rking areas need to be i dent ified and ass igned.
1 . ON-S TREET PARKIN G TIME L IMITS
In researching th e co des fo r eac h C ity th ere does n't app ea r to be an y language th at s pec ifi es what the process wo uld be
fo r es ta bli s h ing tim e li mited on-street parking zo nes. Eac h C ity has bas ic lang uage w hi c h ident ifi es a specifi c
indivi d ual wit hin th e C ity Governme nt that is in c harge of impl ementin g va ri ous co ntrols in ord er to co ntro l or d ea l
w ith tra ffi c and /o r safety issues. In Neptu ne Beac h that wo ul d be the Chi e f of Po li ce a nd in Atl ant ic Beach it is the
Publi c Safety Offi cer. T he way we int erp ret the co de th e re w oul d be n o legis lati ve act ion required if the tw o
des ignated Rep resentatives we re to determin e th at insti tu t ing the 2 hour lime li mits ·wo u ld be of be ne fit to t he co ntro l of
tr affi c and the overa ll sa fety or pedestria ns.
~ HR ~ PARKING
8:3 0AM
TO 5:30PM
~ ~
T here is a mp le data ava ilable that va li da tes th e pos iti on that man ag ing o n-stree t pa rkin g he lps redu ce tra ffi c co nges tion
and in turn improves p edes tr ian sa fe ty (http://www.epa.gov/otaq /s tate resources/po li cy/t ra nsp/tcm s/parkin!!mgmL.pdf,
hup ://www .ite.org/safetv /S RTS /05. Schoo lStratcg ic s.pdf ).
A n ongo in g managemen t prog ra m to enfo rce th e t ime li mits may or may not be needed, if it is th e n there are fundin g
op ti ons di sc ussed in oth er secti ons of t his repo rt. Jn man y cases th e sig nage itse lf has a s ign ifica nt impac t, and
e nforcement is onl y needed peei odica lly. If e nforcement is required there are sta tutes in p lace that pro vide guide l ines
for privat e e nfo rce ment of certa in parking regulations, in c ludin g time limits and ADA. In some in s tances th ese du t ies
have been take n on by part-tim e vo lun tee rs wit hin a spec ifi c Busin ess D istr ict.
2 . OFP-STREET RES ERVED SPACES
One co mment we heard many times when mee tin g with vario ll s stake h o ld ers was regardin g the ablJndancc o f noti ces
within the BTC te llin g yo u where yo u co uld NOT park . Th e feelin g was that thi s was sendin g a message ak in to "ke ep
out". T his is a percept io n that has been anecdota ll y repo rted in numerou s p lans, but was onl y rece ntl y quantifi ed in a
stud y co nducted by the OSU Knowlt on Sc hoo l o f Archite c ture;
( http://www. th etimes he raid . com/article/BD/2 0 130424/N EWSO 1/3042 40053/0SU-s t udents-note-city-s-d owntown-parki n g-iss ues )
The ba s ic conc lus ion was base d amund the fact th at ma ny spaces wou ld be sitt ing vacant but were s ti ll unav a ilab le, and
as s uch gave th e impress ion that vi sitors weren't welcome. The way to alleviate thi s issue is to simpl y id e ntity the t ime
fra me fo r wh ich s pec ific s paces are reserved w ith re-worded signage a nd allow gene ral public parkin g dur ing th ose
non -de signated ho urs. Signs could even includ e th e wot·ds "Public Parking Provided Co urtesy of "
CUSTOMER
PARKING
Reserved for Dave's biner
Custome1s 4pm-Upm
Op en to Public Duri ng All
Otfler Hours Courtesy Of
Dave's Diner
Thi s sa me app roac h ca n be use d for private facili ties that c harge for parkin g durin g ce rta in des ig nated tom e periods,
but a re closed to park in g at a ll o lhers. Signa ge in d ica tin g th a t a ll ca rs exiting the lot afle r "X" (the s tart Lim e fo r pa id
pa rking) w ill be charged a fee, but prior to th at time th e Publi c is we lcome to park at no charge.
PARKING RATES
CHARGES ARE FOR PARKWG ONLY
NITE RATE s5.00
MONDAY THRU SUNDAY
HOLIDAYS
ErFECilVE 5:00 P.M.
PARK AT OWNERS RISK
HOf RE SPOHSIIl£ FOR CAR COHTENTS
lRIOEJII.EASE FRO~ THE EH\\'IH 1/rullES
MSE lOIS MIJI!O Br: 00. COil SEUC.
NO OV ERN IGHT PARKING
I.N.\IIIHORI2EO\'OtCl£S Will 6E TO'oVEO
'Oil wtO t ....1t..taJ
T he re is a ce rt a in amou nt of"man age rn c nt co ntro l" that wo uld be requ ired with th ese parti cul ar actions, but in th eory
those co ntr o ls s hould a lr ea dy be in place to so me e xtent base d o n th e ex isting opera ti ng para me ters. Ce rtain li abi lity
and indemnification issues might also be involved, but these are basic issues that are routinely addressed in most
boilerplate parking agreements.
3. VALETPARKING
Valet parking is an ideal method for improving the convenience and increasing the supply of"front door" parking. The
compact layout of the BTC lends itself to a Public Valet operation that would be open to all patrons and visitors to the
district. Those businesses wishing to prevent their customers from having to pay any fee would patiicipate in a
"sponsorship" program. Any valet customers showing a receipt or validation from a Sponsor at the end of their visit
would have no fees, while visitors that did not patronize a Sponsor would be required to pay. Those who would be
required to pay would have made their choice to do so at the time they were parking based solely on their desire for the
convenience of the "front door" valet option.
The costs for a valet operation will vary depending on hours, cost for vehicle storage areas, insurance requirements, etc.
The costs to the Sponsoring businesses should be set based on a pro-rata share (a base fee+ number of cars parked) of
the outstanding expenses at the end of each month's operations. The more businesses that are participating the less the
cost to each, and its plausible that the actual cost could be $0.
BTC VALET
Expenses
Payroll
(1) Manager/Starter x 1 o hours I day (4:00pm-2:00am Thur-Sat) x 9.50/hr x 156 days $ 14,820
Runners x 1 o hours I day (4:00pm-2:00am Thur-Sat) x 7.50/hr x 156 days $ 18,720
additional runner for 6 hours during peak limes)
TOTAL PAYROLL $ 33,540
Payroll Taxes, Wrkrs Comp, Benefits $ 9,391
Liability Insurance I $ 12,448
Claims @ $200/mth $ 2,400
Startup Costs(Signs, Key Box, Podium, Cones Etc) $ 15,000
Supplies (Tickets, etc) $ 4,500
Uniforms $ 700
On Street Space Rental $ -
Parking Space Rental ($3/day x 50 spaces X 156 days) $ 23,400
Pagers/ Cell Phone I $ 1,300
Business License I $ 1,500
ManagemenUAdmin/Accounting Fees@ $1 000/mth $ 12,000
TOTAL EXPENSES $ 116,179
Cost Per Month $ 9,682
Revenues Required for Break-Even $ 116,179
Net of Sales Tax Cars Per Day@ $8 93
Cars Per Day @ $5 149
Cars Per day@ $3 248
Based on the purely hypothetical scenario above if the Valet charged $8 and parked an average of 93 non-Sponsor cars
per night then the operation would cover its costs and there would be no fees charged to the Sponsors. The flip side of
that is if the Valet only parked an average of 46 non-Sponsor cars per night then the Sponsors would be charged an
annual fee of approximately $58,000, the pro-rata share of which would depend on the number of Sponsors.
4. E~LOYEEPARKING
In our previous writings we have called Employee parking one of the 800 pound gorillas in the room. It is perhaps the
most prevalent and at the same time the most contentious issue that needs to be addressed. In our customer survey
responses only 60 came from people indicating they were working in the BTC. Of those only a slight few indicated
they had an assigned parking space, and most stated that they parked wherever they could (on-street or a parking lot).
As has been stated previously it is imperative that some sort of satellite parking be established for the BTC employees.
Before we zero in on location let's first discuss what is considered an "acceptable" distance for the location ofthat
parking. The following table is the generally accepted walking distances between the parking and the destination for a
various activities and users.
Acceptable Walking Distances*
Adjacent Short Medium Long
(less than 100ft) (less than 800ft) (less than 1 ,200ft) (less than 1 ,600ft)
People with Grocery stores General retail Airport parking
disabilities Professional Restaurant Major sport or
Deliveries and services Employees cultural event
loading Medical clinics Entertainment Overflow parking
Emergency services Residents center
Convenience store Religious institution
*Table indicates maximum acceptable walking distance from parking to destinations for various activities and users. It assumes
good pedestrian conditions (sidewalks, crosswalks, level terrain) that are outdoors and uncovered, with a mild climate.
Based on the data in the table the previous concept of utilizing parking that is designated for a specific purpose in a
fixed time frame for other uses outside of that time frame there is ample space within walking distance of any BTC
business for the purpose of employee parking. As with the public parking use there would need to be signage to
identify the available parking, and there would need to be consideration and discussion with the various properties to
address management control and liability issues.
The "contentious" pmiion of the employee parking discussion usually revolves around one of several arguments;
1. I don't want my employees walking that far at night, it's unsafe.
2. I need my car by my business in case I have to load or unload supplies.
3. If they have to park that far away they will quit and go somewhere else.
4. I have elderly employees, employees with special needs, etc.
Let's address each of these concerns, but first let's establish the value ofthose parking spaces. The average car coming
into the BTC has 1.81 people in it, and the average amount oftime they spend in the BTC is 2 hours or less. Ifwe
assume the average customer spends $8 (a low estimate), then each car is wmih $14.48. Ifwe use 2 hours as the length
of their stay then in a 10 hour day (1 0-8) that would equate to 5 cars, or 9.05 customers, or $72.40 per day in spending.
Even if we only use Friday, Saturday and Sunday as a measuring stick then each one ofthose parking spaces is
potentially worth $11,294.40 per year.
Now we can address the employee parking concerns;
1. I don't want my employees walking that far at night, it's unsafe.-Someone is going to walk that far, either
employees or customers. Simply opening up a few parking spaces for additional paying customers would offset
the necessary cost to hire a security guard or patrol to provide escort services for employees.
2. I need my car by my business in case I have to load or unload supplies. -There is no reason that someone
couldn't park next to their business for the time it takes to load or unload materials. Is it worth paying $72.40
per day for a private loading zone, or would the income from additional customers be more valuable?
3. If they have to park that far away they will quit and go some-where else.-If your customers can't find
convenient parking they're going to go elsewhere, and then it won't matter where your employees park.
4. I have elderly employees, employees with special needs, etc. -There are always special circumstances and
individual situations that need to be addressed one at a time, but they are not the norm.
Another point of discussion with employee parking has been to park them at locations that are further out than the
1,200 feet we have recommended, and provide a shuttle to get them to the BTC. The shuttle could also serve to
provide an overflow parking option for customers. If we were to look at a shuttle operation in the same way we
approached the funding concept for the valet (Sponsored and non-Sponsored) then the numbers would look like this;
BTC SHUTTLE
Trolley/Shuttle Service: Cost for a private shuttle is approx $35/hr-$50/hr of operation.
Rate of movement should be calculated at 100 people per hour max per shuttle at peak periods.
WEEKLY ANNUAL*
Shuttle Hours Per Day Fri 10 4pm-2am 300
Sat 12 2pm-2am 360
Sun 10 2pm-12am 300
Total Hours 32 960
Cost Per Week@ $35/Hr $ 1,120.00 $33,600.00
Passengers Required @ Per Hour Per Hour
$2 560 18 16,800 18
$3 373 12 11,200 12
$5 224 7 6,720 7
Fri 10 4pm-2am 300
Sat 12 2pm-2am 360
Sun 10 2pm-12am 300
Total Hours 32 960
Cost Per Week@ $50/Hr $ 1,600.00 $48,000.00
Passengers Required @ Per Hour Per Hour
$2 800 25 24,000 25
$3 533 17 16,000 17
$5 320 10 9,600 10
*Annual= 30 weeks
At this point in time we would recommend against a shuttle as it doesn't appear to be needed at this time. However, it
is highly likely that the need will be there at some time in the future, so there should be some planning taking place.
HOW DO WE ACTUALLY DO THESE THINGS?
Some of the above concepts have been discussed in one way or another in the past, and in some instances plans for
funding and implementation were started. With any "Plan" the hardest part is implementation, and for whatever reason
Parking Plans seem to be the absolute King of never seeming to get anywhere. Many Cities will conduct studies and
make grand plans that seem to go nowhere, and then 7 or 8 years later they start the cycle all over with a new study and
new plans, and then do it again after another 7 or 8 years. There is no "secret" to how to implement a Plan, the only
action needed is to start doing it. That may sound overly simplistic, but that's really all it takes. Ifthere is a consensus
on ce1iain actions then the only missing ingredient is the point person for pushing it forward. Once consensus has been
reached then the work of the committee, study group or task force is done, other than continuing to support the Plan.
Implementing any of the above recommendations will require consensus and cooperation among all the stakeholders in
the BTC. If all are willing to accept that it is of mutual benefit to improve the parking then you are already over half
way to solving the issues. Once there is private sector consensus then it is simply a matter of working within the
boundaries of what the municipal codes and other governmental regulations allow. If there are baniers because of
those codes and/or regulations then because there is a consensus among the stakeholders there is a reasonable
expectation that the regulatory entity involved will work with us to resolve and remove whatever is blocking the way.
The most important thing to remember is that parking is an ever evolving situation, as businesses come and go the
supply and demand equations will vary, as the weather changes the daily needs will be altered, as transportation costs
rise driving habits will change, and so on and so forth. The recommendations above are intended to help resolve some
immediate needs and to start the BTC on the path towards developing a comprehensive transportation and parking
management plan through future actions.
FUTURE ACTION
ISSUES AND POTE NTIAL RESOLUTIONS
Bottom li ne in a ny area where t here is a hi gh va lu e assoc iated wit h land is that the best a nd hi g hest use for any parce l is
"not" parkin g. Thi s is tru e wheth e r o ne looks at it fi·om th e perspect ive of a land ow ner o r the Go vernment. T here a re
un limi te d uses oth er than parking th a t will ge nerate more rent for an ow nef a nd in turn mu ch hig her pmpetty taxes t o
fund servi ces for the loca l com mun ity. Bu il din g par kin g ga rages is an expens ive und e rtakin g, wi th pr ices (not co unt ing
th e land) runnin g a nyw here fro m $18,000 to $30,000 per s pace, and th at doe sn't in clude t he ongo in g ope ratin g
expense . Anot he r f ac t that must be und e rstoo d is that it would be imp oss ible to crea te th e necessa ry curb s pac e to
prov id e enough parking to a ll ow eve ryo ne t o park wit hi n a few fee t ofthe front doo r of their dest in a ti on.
The BTC does not hav e a large in ventory of empty land . Wh il e th ere a re seve ra l prope rti es that a re c urrentl y vaca nt
a nd cou ld se rve as temp o rat·y parkin g, none are ca ndid ates t o prov ide any perman ent spaces. That does not mea n we
should util ize th ose tempora ry spac es, onl y that we mu st co ntinu e to look for pa rkin g that ca n be id e nti fied as
permanent. One potential option for acco mp lis h ing this wou ld be to take znd street fro m At lant ic Blvd to Ora nge Street
and co nve rt it to a one way st re et hea d ing so uth. That wo uld a ll ow angled parking to be loca ted a long the s.idc oft he
street, a nd wou ld no t ncg ativc l.y impact tr affic patterns. Sin ce there a re no s id ewa lks o n znd Street t he co nve rs ion to l
way wo uld a lso make it sa fer for ped es tr ians. So methi ng t hat sh ou ld be co ns idered and d iscussed is that the same one
way traffic pattern c ould be es tabli s hed to ex tend beyond Ora nge, and a ll ow for eve n more parallel parking spaces to be
created.
1Beaches Town Center Parklng Study E
§ Atlond<I!<!Odl Ito Nopwne Beoch. Plorida
Th is sa me ge ne ral co nc ep t co uld be appl ied to 3rd Street by c reat in g pa ra ll e l parki ng spaces a long both th e East and
We st s ide s of t he street that co uld rem a in drive lanes dur in g peak traffi c perio ds, but during cer tain "pea k" v is ito r tim es
co uld be used as parkin g. Th is app roac h has been use d in ma ny cities (in cludin g Jac kso nv ill e), w here th ose parall el
s paces are pa rt of a driv e Jane from 7am-9am a nd 4pm-6pm Mon-Fri, but at a ll othe r times they a re avai lab le for
pa rkin g. Th is is so me thin g that wou ld re quire coo rdi nat ion wit h FDOT and var iou s oth e r Government e ntiti es, but it is
not so met hin g fo r w hi ch there is no hi story of past imple menta tio n.
The id ea of bui Idin g a garage ha s been mentioned on severa l occas ions, and at fir s t blu sh it seems to be a re aso nabl e
a pproac h tha t co ul d reso lve most of the issue once and fo r all. One s ite th at ha s been br ought to our att e nti o n is th e
surface parkin g lot currently se rvin g th e On e Ocean Resort. In theo ry it wou ld mak e se nse to s imply go vertical on
what is most like ly a perman ent park in g site, but there are numero us iss ues that make thi s site unacceptab le for this
type of deve lopment. The main argu ment against thi s pa rt ic ul ar s it e is that it wou ld requir e a ll vis ito r tr affic to travel
the enti re length of At la nti c from 3rd Street a ll the way to l st Stree t twice (entering and leaving). T hi s is the ma in
pedestri an artery of th e BT C, and pu shin g thal much traffic directl y into tha t ped es tl'i an environm en t wo uld greatly
erode that environm ent.
An oth e r pot enti a l s.ite that has bee n men ti oned is th e Bank of Am e ri ca site. It is safe to say th at pl ac in g a gar age o n
th at sit e wou ld not have a ny negative impac t on the ped es tri an traffic in the area, and in fact it cou ld actua lly e nh ance
t hat atmosp here by pullin g cat·s away fmm the mai n ped es trian t homughfar e. The log is tic s of in co rp orating an exiting
reta il ba nkin g locat ion into a parking ga rage is simpl e e nough . . Howeve r, th e iss ue o f cos t is a very rea l hurdl e that
wou ld be very d iffic ult to ove rcome unle ss th ere was amp le commun it y fund s avai la ble to co ver the oper ations and
de bt associa ted w ith a ga ra ge . That pa rticular iss ue is so methin g that we w ill di g into in deta il as t his proc ess
contin ues.
Another issue with parking is th e way findin g, o r th e lack th ereof. So me sort of standard s ignage pro gram di rect in g
peop le to p ar kin g s hould be deve loped. Thi s iss ue is not a maj o r probl e m durin g mo st tim es , but a t certain peek
periods we ha ve witn esse d th e sa me ca rs circlin g the sa me b l.ocl< seve ral t im es loo kin g for a pl ace to park . The BTC
has multip le obstacles to overco me with this particu lar issue. We need to de al with 2 differe nt c ities and FOOT o n th e
des ign o f an y ty pe of perman e nt way finding pro gram. We w ill not de lve in to "why" thi s is a particularly troublin g
iss ue, everyone is well awa re of how d ifficu lt it is to de a l with multipl e governm ent codes s imu ltan eo us ly. Tt is a lso of
note that ma ny of th e parking spaces ava ilable w ithin the boundar.ies of th e BTC today may no longe r be parking by the
tim e a ll 3 gove mm e nt entities came to agreemen t on what the signa ge should look lik e and where it s hould be pla ce d.
As a p ote ntial short term so luti on we would s ugges t creating a numbe r of A-frame dir ect ional signs that co uld be
placed as neede d at spec ifi ed inter secti ons. T hese locations sho uld be ide ntifi ed in co njuncti on with th e re spe ctive
Po li ce Dep art ment s, a nd th e use of th e s ig ns s houl d be cons ide re d as addi ng to public sa fe ty. R ig ht now thi s is
part ic ularl y ti mely because o f th e county-wi de Publi c Law Enforcement Ca mpai gn promot ing ped estri a n safety. Cars
wi th dri ve rs t ha t have direct io n are much more co nducive to a safe r pedest.·ian env ironment.
Following a long wit h th e theme of the "Ped estrian Environ ment", our initia l impression of the area as a who le is that
th e re is n't so much a parking prob lem as there is a pedestr ia n access prob lem. As mentioned prev ious ly th e BTC is a
rather compact area, a nd w ithin its bound arie s it is a ve ry wa lkab le a rea. However, it is a lm ost as if th e are a is iso lated
by a moat when yo u look at 3rd Street and At lan ti c Blvd anywhe re west of that intersectio n. Everyt hin g west of th e
BTC is des igned and built for the hi gh sp ee d move ment or ca rs. The only ped es tri an crossing on 3rd Street is at th e
inte rsecti o n of Atlant ic Alvd , and the de s ig n is quite int imi dati ng to a ny one that mi g ht ven ture the re. To put it as
s im ply as possi ble , 3rd St a nd A tl an ti c B lvd work lik e "ke ep out" s ig ns for anyone that ha ppen s to be o n th e west s id e
of 3rd or th e so uth s id e of Atlan ti c. T ha t mi ght not be so terribl e if it were n' t for th e fac t that th e maj ori ty of the
park in g within 4 o r 5 b locks of the BTC durin g th ose peek ni ghttim e and weekend hours a re located in th at area. We
wo uld s uggest th at th ere be pede strian cross in gs estab l is hcd at 3rd and Lemon, and th at traffi c co ntrol start at 3rd and
Cherry .
While there is not s impl e fix to this, it is some thin g t ha t needs to be discusse d at length w ith the City's ofNeptun e and
Atl a ntic Beach and FDOT. If th e BTC area and comme rc ia l busin esses are go ing to expa nd the onl y op ti ons are to go
west (3rd and Atl anti c) or north/south (i nfrin ge on ex istin g residential). Going notth/so uth is ce rt a in ly feas ible, but you
still ca n't ge t enough pa rking between 3rd a nd the ocea n with out sacrifi c ing va lu ab le land or comm ittin g big $'s to a
ga rage. The cu rrent com mercial corridor run s cas t/wes t, it 's jus t th at everyth ing west of 3rd is no diffe re nt th a n any
oth er part of the Metro-Ja ckso nville area. ln oth e r wo rds , it 's not th e "beach" it 's mainly j us t sto res. Th is is a
di sc uss ion th at is for the community as a wh ole to hav e a nd decide, th ey e ith er want the be ac h (al l of it) to be gea red
toward s peo pl e or cars, they eith er want a bi gge r ve rsion of BTC or the y wa nt St John s Town Center .
Improv in g th e pede s trian envir onm ent to the po int where 3rd Stree t no longer acts as a na tura l barri e r would a lso bring
with it a large s upp ly of pa rk in g spaces th at c urrently sit empty even durin g p eak busi ness ho ur s for th e BTC. Fo r the
most part th ese spaces arc located within an acceptab le wa lkin g di stance fr om the maj or ity of bu s in esses loca ted within
the BTC bounda ri es. Whil e th ese spaces wi ll not prov ide s uit abl e parkin g op ti ons for certain types of businesses o r
c ustomers, it would pr ov ide perfectly adequate park in g for othe rs. The general guidelin es for what is o r isn't an
accep tabl e wa lking distance are;
UP TO I00 FEET: Persons with disabilities, Deliveries and Loading, Convenience Store, Emergency Services
UP TO 800 FE ET: Residential, Groce1y Stores, Professional Services, Medical Clinics
UP TO I ,200 FEET: Ge n eral Retail, Restcmrcmts, Employee Parking, E ntertain ment District, Religious Institutions
UP TO I ,600 f EET: Event Parking, Ove J:flow Parking
T he pictu re be low illu strates th e numb er of parkin g spaces located on the wes t s ide of 3rd Stree t, mos t of whi ch are
und eru t ili ze d and sittin g e mpty fo r a maj ority of t he ti me.
Hav in g access to spaces west of 3rd Street wo uld a lso wo rk we ll in facilitat in g the crea ti o n of a BTC va let ope ra tio n. If
thi s were to be located nea r the 3rd Street/ Atl ant ic B lvd. intersect ion it wo uld pr ov id e a ve ry co nve ni ent ingress and
egress fo r cus tome rs, as we ll as be in g a pos iti ve s tart to th eir pedes tri an exp eri ence. Vale t pa r king is relati ve ly easy
way of pr ov idin g pa rkin g ri g ht a t th e "front door" w ithout hav in g to use va lu a bl e and aesthetica ll y ap peal in g rea l es tat e
fo r parkin g.
T he sa me iss ues im pactin g th e pe des tri an environm ent arc a lso an im pe dim ent to bicyc le traffi c. T he north/so uth
ro utes for bi cyc le use are we ll established, and th e roa dways north of Atla nt ic seen1 to wo rk just fin e fo r thi s mode.
Howe ve r, th e area wes t of3rd and so uth of Atla nti c are bas ica ll y cut off ti·om th e BTC fo r th e same reasons as
pedestri a n traffic from tha t area. Es tabLi s hin g sa fe and co nve ni ent pedes tri a n an d cyc lin g ro utes fo r loca ls and visi tors
s hould be co nside red a pri ority.
'Pedestrian Envi ron men t · Beaches Town Cente r ! I I L....J
) )
I I • • I
Winter Law Firm I Ocean or~ee Plaza KMART Should contract lor emp pkg-tiO spaces 1 lst sp~] 200" ]63 spaces Iwith Prudenlfal and Pres Church
aallliTtlenlghlsr\11(nds I 45 a\llr ble "~~~~~rnds 36-40aIll liable at anytime I""R . """'i .....T
I -I
PEDESl'RIAN CROSSINGS NEED TO BE PUT IN PlliCE AT ORANGE AND lEMON STREElS
l31d
TRAFFIC NEE OS TO BE SLOWED DOWN STARTWG AT CHERRY STREE T
~· I -. - -
._
~gL NoPed Xing tom Wside ol3rd No Ped I hom W~ide or 3rd SIGNAL C~CLE AT~1V3RO IS 33 SEC
~ WIPED SIGNAL CYCLE IS45 SEC
I TAKES ATL EAST 19 SECONDS TO CROSS
-- -~
PEf'l SKlNALS SHOULD BE AUTOMATIC,
I CYCLESHOULD ALWAYSBE AT 45 SEC
--~I [2nd Sueel MAKE 2nd STREETONE W1 .Y Mlf1l.l ti\IIMn AMI'l PUT ANGLED PAR (lNG I~ lEST SlOE
1-w I L -i
I
Ir
-I S I I N
~
fu1: _[_ iEcI
I ISIGNAL AT ST IS 16
I I ITAK ES 6SECONDS TO CROSS I
I I -I - -I E 1st St reet
I I ChenySt 10renge St I ,Lemon St Atlantic 8111: I
T he ot her 800 pou nd gorill a in th e room is emp loyee park in g, and it is an iss ue tha t is debated a nd fought ove r in every
downtown a nd e very co mm e rc ia l co re anyw here. Nobody wants th eir emp loyees to have to wa lk a ny major di stance ,
especia ll y if tho se employees leave a t late h ours. It is also an abso lu te fact t ha t many bu sin ess owners and emp loyee s
need to hav e ready acces s to their vehicles in order to perform the ir j obs . T he issue needs to be looked a t ho li sti ca ll y
ra th er than s ing ul arl y. The best a pproach is to id e nti fy a s ingle loca tion where th e majo ri ty of empl oyees workin g
s imilar shifts ca n all park to gether. Th is app roach builds in ce rta in lev els of sa fety and comfo rt as emp loyees w ill not
be forced to walk a lone . In add iti on to th e park ing avai lab le west of 3rd a nd so uth of At lanti c t hat was menti o ned
above , there arc a lso a fairly large num ber of spaces avai lab le at the Chu rc h on Sherry and Sturdi va nt during most
n ights a nd durin g many daytime hours . In add ition ther e a re space s at the Prud ential prop e rty durin g the ir non-bu s in ess
hour s. Sec urin g the se spaces, when ava il ab le for emp loyee park ing would provide a fairly large in ventory th at co u ld
open up num erous spaces w ithin the BTC for custome rs. Terms and condition s on the use of these spaces, assu mi ng
t he ow ners are a mi cab le wo uld need to be nego tiated, but this is a ve ry co mm o n app roach that has been used in many
oth er commun it ie s wit h s imi la r iss ues as the BTC.
To pu t a ll of thi s in so me pers pec tiv e, the amou nt of land requi red to acco mrn odate pa rki ng for 60 cars is
approximate ly Y2 ac re. If we can id e ntify alte rnat ive pa rking or modes of t ransportat ion for 60 emp loyees or vi si tor s
t hen we create a new deve lopme nt opportunity for that Y2 ac re. That means more property tax in come, more j obs and
more vis itors co min g into th e area. T he foll ow in g illu strat ion illu strates the impac t on land use of var io us modes of
trans portati o n o n a compact area. The people take up a very smal l area; it's the ir method of getti ng th ere th at can
nega tive ly impact th e land use and it s va lu e.
EXISTING CONDITIONS
Our approac h is base d on th e assumpti on th at a ll ex istin g pa rkin g reso ur ces wi thin th e boun da r.ies of th e 13 TC will be
av ai lab le for pu b li c use whe n not neede d for a spec ifi c tenant o r bu s in ess (furt her expl a in ed below). T hose spaces tha t
have commit me nts fo r spec ifi c tim es of th e day or for a par ti cul ar ac ti vity wou ld be ma naged in such a way as to in sure
th ere was no in te rference with th ose ex is tin g commitm ents. Th e re arc num e rous ways of ac hi ev in g thi s goa l, one of
wh ic h is a Pa,·k in g Ma nagement Di stri ct whi ch we have concept ua ll y outlined he re;
Beaches Town Center Parking and Transportation Management District Concept Overview
Create and empower a single entity to develop and oversee implementation of a comprehensive Parking and
Transportation strategy by applying basic parking and transportation management principles.
Goals
• To devel op a compreh ensi ve BTC Pa rkin g a nd Transportati o n Management Pl an th at util izes existing resources and
pro gra ms to e nh ance o ur abi lity to reta in ex ist ing bu sin esses and recruit new prospects to t he BTC .
• In th e futu re, the success of the BTC's p ark ing efforts w ill not b e totall y dependent upon developing a dditional parkin g
in ventory, but rat her how w e manage the reso urces th at we have.
Objectives of Plan
• Develop a w orking pl an to coordinate the deve lopment of m anagement policy and alloca ti on o f all Public and privately
own ed parkin g a nd transportat io n resources impacting the BTC, in cl uding City and privately owned off street facilit ies , on
street spaces, peri ph eral parking spaces, al te rn ative trans portation option s, sha red parkin g concepts, Tra nsit Oriented
De velopm ent policies and Tran sportat io n Frin ge Benefit s in centive prog ra ms.
• Determi ne trans it , s huttl e, t ro ll ey and oth er con nections need ed to make fri nge parki ng more appealing for BT C
employ ees and vi sitors, and how to implement th ese reco mme nd ations.
• Det ermine how any cost saving s or increased revenues ac hieved from app licati on of new management approaches can
best be utilized to improve parking and transp ortation progra ms for th e BTC.
Management
• Currently there are numerous representatives responsible for various components that make up the various private and
publicly owned parking resources in and around the BTC with no central point for management decisions or policy
coordination.
• No clear Parking Strategic Plan for the BTC has ever been formulated.
• The lack of a clear, overall operations and management plan has created an environment wherein there is no consistency
and thereby generating the perception that has made parking a major issue for visitors, employers, retailers and workers.
GENERAL MANAGEMENT CONCEPT
• The basic theory guiding the Management Plan is to utilize the concept of Shared Parking. Shared Parking is a basic
parking and transportation management tool designed to allow multiple property owners to share parking resources,
thereby reducing the number of parking spaces that each would otherwise be required to provide for their individual
property. The concept and application of Shared Parking as a managemenUdevelopment tool is not new, and has
been used extensively in commercial mixed use and downtown development and re-development for years. In locations
where there exists a high density of multiple uses (offices, residential, lodging, retail shops, entertainment, restaurants,
etc.) customers will typically park in one spot and then walk from one destination to another. The general concept behind
Shared Parking is that adjacent but variable land uses have differing hours of peak parking demand and therefore they
can share a certain amount of the same parking spaces without having any negative impact on one another's ability to
conduct business. Parking is without a doubt one of, if not the largest use of land in development whether in an urban or
suburban setting. In a typical development the amount of land devoted to parking will occupy more area than the actual
focal point of the development (office building, apartment complex, shopping center, etc). In many cases these
developments will sit side by side with large parking lots that sit virtually empty for extended periods of time while the lot
next door is near capacity. By applying the concept of Shared Parking we are able to reduce the amount of land
dedicated to parking and increase the density of the development, this in turn creates a better pedestrian environment,
reduces the cost of infrastructure and at the same time increases the value and tax base of the development site. There
are two basic methods used to implement a shared parking strategy, either contractual agreements between the
designated users or the establishment of a Parking Management District. In a contractual agreement scenario the
manner and times in which the parking spaces would be shared would be explicitly outlined in a contract between specific
users. With a Parking Management District everybody located within the boundaries of the district would have access to
all the parking spaces at all times. In an setting like the BTC where density and flexibility for future development are the
desired result then the best approach is going to be the establishment of a Parking Management District. Creating a
Parking Management District provides the opportunity to develop a strategy that can lead to a comprehensive parking and
traffic circulation system designed to allow for more creative and effective orientation to public transit, building placement
and design, streetscape, landscaping, pedestrian circulation, alternative transportation and lighting.
OPERATIONS
• The operating plan is based on the concept of the creation of a "Parking Management District" to encompass the various
components involved in delivering the services needed to meet the demand of the overall project. By having a
single operating management entity with the ability to oversee the entire district we achieve several key objectives related
to operations, planning and finance. From the operations perspective it provides the ability to manage the ongoing
parking demand generated by existing business while developing new parcels.
• From a planning point of view we create a scenario wherein if there are modifications made, or considered to the current
development plans those decisions can be made based on traffic capacity versus parking capacity issues. Again, the key
is that there is flexibility built into the parking plan that allows timely changes to adjust to market trends as they occur. The
Developer will still be limited by the amount of traffic generation and uses allowed by code, but the parking becomes
nothing more than an internal circulation issue. This allows the overall development to proceed within the general
guidelines as agreed to in the development agreements, but permits specific decisions on what is built and where it is built
to be made based on markeUconsumer demand.
• From a financial perspective we are able to "pool" the revenues from a variety of sources and share in the expenses and
in turn enjoy an overall economy of scale with regards to ongoing operating costs (maintenance, bulk purchases on
supplies and equipment, admin costs, etc). This also allows us to insure consistency in the operating rules and
standards, as well as "branding" between the various facilities so as not to cause confusion with the general
public/visitors. From an operations point of view we are able to easily apply general parking and transportation
management tools and procedures to assure that the parking services are being provided in the most efficient and
beneficial manner possible.
C reat ing a District i s o.nc thing, funding it i s quite another . In m ost instances the operati ons of the District are funded
through parking re ve nues gen er ated by charging u fee for parking. This however i s not always a sce nar io that fits in
w ith th e commerci al area for which the District i s being es tabl i shed to serve. When ther e are no parking revenues the
most c ommon form of funding i s thru a combinati on of seve r al pr ograms. One such program wou ld be a se l f
asses sment on b usines ses or property owners w ithin the District. I n Jacksonville we have the Downtown 810 District
w here all propcriy owners w ithin th at d es i gnated area agreed to se lf-a sse ss an ad ditiona l 1. 1 mil of non-ad valorem
property taxes on th emse lves. Those r evenues arc used to fund Downtown V i sion wh ich provides numerous serv ices,
i ncluding event m an ageme nt, power washing, graffiti c lean up, trash r emova l, the Ambassador program and numer ous
other initiatives that benefit all o f Downtown.
Another popul ar funding mechanism i s to cr ea te a special ta x ing district that assesses an addi tional loca l hos pitality ta x
on ce rtain items so ld or provided within the Distri ct. Thi s i s similar to a bed t ax, and t he am o unts and w hat they
actuall y apply to w ill vary. This is lega l i n F lo rida, but its usc is curren tly very limited. There ar c num el'o us other
l oca l es all across th e Co untry utiliz ing thi s as a mea ns for funding; http://taxfoundation .org/oews/show/28018 .html
In Fl oridfl Cities have th e ab ility to i mpose a l ocal half ce nt sales tax whi ch can be used for a va r iety of programs so
long as they are for the benefi t of the entire Commun ity (Till e X I V, Chapter 2 18, 218.64 Loca l government half-cent
sa les tax; u se s; limitations.). Som e possible ways of using a program like this are·
• Do a "valuation" analysis of th e potential revenu e from a half ce nt sales ta x and issue bonds accordingly, assum ing
th e value was enoug h to cover th e cost of a specific project s uch as a garage . Th e downside to this app roach is th e
Ci ty/Municipal ity would still ne ed to provide a backstop guarantee on th e bonds, plus th e ong oing operating expenses
of the garage, or other project would still need to be addressed .
• Place the revenue from a half cent sales ta x into a CIP trust fund esta blish ed to fac ilitate specific capi tal projects at
such time th at the fun d has su ffi cie nt $'s to pay for the project. This eliminates th e need for th e City/Municipality to
provide th e backstop ple dge, but still leaves th e ongoing operations cost issue.
• Use the half cent sa les tax for a "program " fund wh erein you have a Community-wide Parki ng District that is divided
Into zones. Each zo ne has varying ru les and regulations, bu t the ove rall goal of the District is to facilitate targeted
growth . The fund s co uld then be use d for a variety of uses, including operations a nd /or capital projects.
Ther e at·e al so enumerab l e o th er ways that fund i ng ca n be obtai ned to help cover th e costs for the operations of a
Parki ng Management District, including various State and Federa l programs designed to help create safer streets, a
b etter pedestrian envi ronment, es tab lish bicycle paths, develop alternati ve transit programs, improve environmental
cond itio ns and a whole bevy of additiona l initiatives all of which arc gea red to impr oving mobili ty and walkability
within a specified area. One ofth cse i s thru the Moving /\head for Progr ess in t he 2 151 Ce ntury /\ct (MJ\.P-21), a
f-edera l program lhat p rov ides funding f or h i ghway, tran sit, bike, and pedestrian programs and po lic ies. It i s a new
program, with fundin g derived fro m the N IIPP, STP, IIS I P, CMAQ and Metropolitan Planning programs,
en co mpassing m ost activities Hmdod under the Transportation Enhan cem ents, Recreational Trai l s, and Safe Routes t o
Sc hoo l programs under S/\FETEA-LU. So m e of th ese progr ams are in the form of a gra nt, so m e ar e set up as
"matching fund s" and other s are privately funded end owm ents.
II i s d o ubtful that any of these programs in and ofth om sc l vcs i s go ing to fund everything, but each o ne of lhese
approaches ac tu ally he lps in ge tting appr ova l for th e oth er progt'ams. What funding sou r ce s we end up ident ify ing as
the preferred method w ill be determined in lar ge part by w hat final form the parking recommendations and subseq uent
m ana gement structure take.
CURRENT PARKING DEMAND AND SUPPLY
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Atlantic Beach Properties
ID# Address Effective Area (sf)* Current/Approved Use Required Parking Approved** Provided Parking
A1 1 Ocean Boulevard 142373 Hotel/Restaurant/Cont. 363 166 163
A2 60 Ocean Boulevard 17096 Retail/Restaurant/Office 49 15 13
A3 299 Atlantic Boulevard 14178 Retail/Restaurant 75 30 26
A4 303 Atlantic Boulevard 4145 Restaurant 25 25 26
AS 363 Atlantic Boulevard 22641 Retail/Restaurant/Bank 88 89 96
A6 375 Atlantic Boulevard 9747 Office 24 24 35
A7 372 Ahearn Street 1211 Office 3 2 2
A8 374 Ahearn Street 2064 Office 5 5 4
A9 Parking Lot 28
Public Street Parking 60
Total 213455 632 356 453
Neptune Beach Properties
ID# Address Effective Area (sf)" Current/ Approved Use Required Parking Reduced Parking••• Provided Parking
N1
N2
120 Atlantic Boulevard
115 First Street
18518 Motel/Bar
3256 Retail
76
6
38
3
90
0
N3 117 First Street 3956 Bar 44 22 0
N4 120 Lemon Street 1328 Office 3 2 0
NS 201 First Street 2713 Dental Office 14 7 5
N6 217 First Street 3564 Retail/Office 11 6 5
N7 219 First Street 1939 Retail 6 3 3
N8 207 Atlantic Boulevard 23654 Restaurant 44 22 0
N9 100 First Street Restaurant 56 28 0
N10 106 First Street Restaurant 14 7 0
N11 108 First Street Restaurant 16 8 0
N12 110 First Street Restaurant 46 23 0
N13
N14
N15
116 First Street
200 First Street
218 First Street
5394 Office (City Hall)
13299 Retail/Restaurant/Office
2742 Restaurant
18
40
24
9
20
12
6
18
9
N16
N17
N18
220 First Street
241 Orange Street
241 Atlantic Boulevard
5218 Retail/Office
3159 Studio
13500 Retail/Restaurant/Office
18
14
73
9
7
37
4
4
25
N19 200 Lemon Street 8534 Police 3 3
N20 301 Atlantic Boulevard 3686 Retail 12 6 11
N21 327 Atlantic Boulevard 1082 Restaurant 14 7 12
N22 115 Third Street 3403 Bank 12 6 26
N23
N24
211 Third Street
301 Third Street
19372 Retail/Restaurant
8919 Bank
68
22
34
11
93
4S
N2S Parking Lot 60
N26 Parking Lot
Public Street Parking••••
64
147
Total 147236 654 330 630
Additional Parking Opportunities
ID # Address Effective Area (sf)* Current/ Approved Use Required Parking Provided Parking Additional Parking
01 500 Atlantic Boulevard (K-mart) 148368 Shopping Center 494 ro4 2w
02 150 Sherry Drive (Presbyterian Church) Church %
03 407 Third Street (Baptist Church) Church 56
04 Second Street (onstreet) Public Street Parking 15
• Effective area according to Duval County Property Appraiser
•• Approved parking per City of Atlantic Beach parking review
••• Neptune Beach permits a 50% reduction in the CBD
•••• Included east side of Third Street only
CITY OF ATLANTIC BEACH
TOWN CENTER PARKING REVIEW
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169729 0000 JUNK MICHAEL 1REST 4911 100 25 25 1 261 111 1 1
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169728 0000 0 U R PROPERTIES INC o, 0 o, o, 0
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169730 0000 SHOP PES OF NORSHORE LLC ,MULTIPLE I 21067, 208 88, 89, 1
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• I 601
e ha ll Page 1 8/17/2012
CITY OF ATLANTIC BEACH
TOWN CENTER PARKING REVIEW
1 MULTI-TENANT BUILDING 1 1 93721
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169733 0000 •VALCOM DRIVER LEASING INC IOFFICE 20401
1374 AHERN STREET 1
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SURFACE PARKING IPARKING
1DOWNEY A MORRIS JR
1372 AHERN STREET
10FFICE
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I I 21
ehall Page 2 8/17/2012
Parking in the Central Bus iness District (CBD)
Address Business Name
CBD
required
parking
(50% reduction)
Total
Provided Variance
Parking
excess
or deficit
%
re qu ired
of total
117 F irst Street Pete's Bar 22
115 First Renee's 1
115 1/2 First Shorelines 2
25 6 -19 24%
100 First St Carribee Key 28
207 Atlantic Sun Dog 22
106 First Street Tama's Sushi 7
108 First Street Island Girl 8
110 First St Mezza Luna 23
Existing South Coast Capital 88 135 47 153% #
241 Atlantic Blvd Proposed Project 37 25 68%
South Coast Capital after proposed development 125 149 24
71 in lot behind city hall+ 64 in lemon St. lot
119% minus 11 spaces in lot behind city hall for new devel.
120 Atlantic blvd Sea Horse Motel 38 82 44 216%1
309 Atlantic Blvd SprinUFiying Fish 10 12 2 120%
406 Atlantic Blvd Walgreen's 30 66 36 220%
327 Atla ntic Blvd Starbucks 7 12 5 171%
200 F irst Street 200 Fi rst Street 20 18 -2 90%
201 First St Dr. Ras DDS 7 7 0 100%
217 Fi rst Cobalt Moon East 4 5 1 125%
218 First Stree t Sliders 12 9 -3 75%
219 First St Jay Lubeck Jewelers 3 0 -3 0%
220 First Street Old Bike Shop (new build ing} 9 4 V07-fJ7 ...s 44%
113 Third Street Regions Bank 12 26 14 217%
2 11 -255 Third St The Loop, Tropical Smooth ie, etc. 34 96 62 282%
200 Third St. Village Inn 38 74 36 195%
240 Third St P.J.'s (former Taco Bell) 22 19 -3 86%
241 Orange St Cobalt Moon West 7 4 PDRB03-07 -3 57%
TOTAL 403 589 186 146%
Existing On-Street Public Parking 131
!Revi sed On-Street Public Parking
-
145
- ---
14 new spaces added by sec in row
CASE STUDIES AND EXAMPLES
Downtown Pasadena Redevelopment (Kolozsvari and Shoup 2003)
During the 1970s Old Pasadena's downtown had become run down, with many derelict and abandoned buildings and few
customers, in part due to the limited parking available to customers. Curb parking was restricted to two-hour duration but many
employees simply parked in the most convenient, on-street spaces and moved their vehicles several times each day. The city
proposed pricing on-street parking as a way to increase tumover and make parking available to customers. Many local merchants
originally opposed the idea. As a compromise, city officials agreed to dedicate all revenues to public improvements that make the
downtown more attractive. A Parking Meter Zone (PMZ) was established within which parking was priced and revenues were
invested.
This approach of connecting parking revenues directly to added public services and keeping it under local control helped
guarantee the program's success. With this proviso, the merchants agreed to the proposal. They began to see parking meters in a
new way: as a way to fund the projects and services that directly benefit their customers and businesses. The city formed a PMZ
advisory board consisting of business and property owners, which recommended parking policies and set spending priorities for
the meter revenues. Investments included new street furniture and trees, more police patrols, better street lighting, more street and
sidewalk cleaning, pedestrian improvements, and marketing (including production of maps showing local attractions and parking
facilities). To highlight these benefits to motorists, each parking meter has a small sticker which reads, "Your Meter Money Will
Make A Difference: Signage, Lighting, Benches, Paving."
This created a "virtuous cycle" in which parking revenue funded community improvements that attracted more visitors which
increased the parking revenue, allowing further improvements. This resulted in extensive redevelopment of buildings, new
businesses and residential development. Parking is no longer a problem for customers, who can almost always find a convenient
space. Local sales tax revenues have increased far faster than in other shopping districts with lower parking rates, and nearby
malls that offer free customer parking. This indicates that charging market rate parking (i.e., prices that result in 85-90% peak
period utilization rates) with revenues dedicated to local improvements can be an effective ways to support urban redevelopment.
Pasadena's parking management program consists of many intenelated initiatives including (Sedadi, 2006):
• Extensive public outreach to identifY the distinctive parking needs of the community and to deliver appropriate services developed
through public outreach
• Provision of 7, I 00 public off-street parking spaces in commercial areas and promotion of shared used parking for mixed-use
development to support land-use plans and economic development programs
• Parking pricing and time restrictions to meet the needs of both commercial and residential areas throughout the City
• Collaboration with the business community to improve commercial and retail parking services including shared parking and pooled
parking to more effectively use existing parking supply and public parking pricing to suppmi retail activities
• A "Park Once and Walk" outreach campaign to reduce the number of vehicles in activity areas
• Provision of transit park/ride parking facilities by the regional transit agency to increase ridership and address concerns about
overflow parking in residential areas near transit stations
• Installation of bike parking in City-owned facilities and at locations of major activity throughout the City
• Management of on-street parking and curb loading provisions to accommodate delivery needs, short term parking, disabled parking
and valet parking
• Establishment of preferential parking district programs and an ovemight parking program to address residential needs for controlled
parking
• Assessment of opportunities to improve the aesthetics of streetscape in active places through installation of well-designed and
customer-fi·iendly multispace meters
• Partnership programs with the business community to address parking needs in retail and commercial districts
• Design review of parking facilities to insure that they are consistent with the design guidelines for the surrounding areas, are safe for
pedestrians, and are visually appealing
• Consideration of parking needs in support of special events including potential impacts of spillover parking on adjacent
neighborhoods
• Enforcement of local and State parking regulations
• Up-to-date web site information and printed material to inform the public about parking regulations, facilities and provisions
• Coordination of parking management programs with other transportation strategies to develop a more effective comprehensive
mobility program
• Ongoing review of operating procedures to improve customer service and efficiencies
• Ongoing review of technological advances to assess potential costs and benefits of applications to the City's program
"Downtown Shoppers Should Feel Welcomed, Not Shunned"
By Jody Paterson, Times Colonist, 18 March 2001
Maybe Victoria Councillors need to take a new route when they're making their sojourns to city hall from the 'burbs. Then they'd
see the empty storefronts. The emptiness has spread to lower Government Street now, and continues along Douglas Street and
pmis of Yates. More and more storefronts are being converted into offices, their use as retail space no longer viable.
There m-e plenty of theories on what makes a downtown thrive, but the only thing that ultimately matters is whether people shop
there. Crime, vandalism, the constant turnover of tenants-all of the problems diminish when there are lots of shoppers. Making
that happen is tricky business, especially in these mall-fixated times. The product has to be desirable and the service good. The
prices have to be reasonable. The atmosphere has to be welcoming. And of course, customers need to be able to get to the store,
which in some cases means they'll choose to drive their cm-s.
I am one such person. I'll take downtown any time over any mall. I like breathing real air, browsing through real stuff, deciding
how I'll allot my panhandler dollars for that day. I appreciate the spirit of small businesses. I have gradually accepted since
moving here 11 years ago that the price for my love of the downtown is parking tickets. Sometimes it's because I have rushed out
of the house without the mandatory loonie and quarter. More often it's because I continue shopping past the single hour that the
downtown meters allow.
I could park in a parkade. City staff note helpfully in the news story this week detailing plans to double parking fines to $15 and
add Sunday ticketing that there are 1,997 such spaces downtown and I know my business is welcome at any of them. But I hate
the parkades. They're creepy, and slow to make your way in and out of. They look like a place where your car might get broken
into. The elevators are creaky. The stairways smell of urine. And winding your way up and up and up through the many levels of a
parking is just nothing like pulling up to a parking space in the wide open not too far fi·om the place you're trying to get to.
I could take the bus. I have a co-worker in the newsroom who is probably going to stalk into my office first thing Monday
morning and lecture me about how I could take the bus. And I've done it, and ridden my bike downtown too. Bit it limits my
shopping and means that whatever I buy, I cany around for the entire excursion.
I could park in one of those downtown parking lots. And if I'd had enough foresight to bring an array of quarters and loonies in
the price anangement suitable to the ticket machine in that particular lot, I do. Parking fines are already much higher in those lots,
though, and the grace time a mere three days. And so I most often park at meters and get tickets, which I dutifully pay. I even pay
for parking too far out from the curb. If the city hadn't been in a festive mood for much of the pre-Christmas period and handing
out warnings instead of tickets on a couple days when I shopped too long, I'd have been out at least $30.
The funny thing is that I'm the kind of shopper that downtown businesses ought to love. I arrive with money and a willingness to
spend. I almost always shop long than I intended to. And I roam far and wide throughout the downtown looking for interesting
shopping experiences. So how come I'm the one that council has picked to ticket more aggressively. How come they're trying to
send me to the malls to solve the problem of downtown workers hogging the meter space? If the people who are working
downtown are indeed taking up valuable parking-meter space, that's a problem. But councillors, let me tell you, taking $15 out of
us shoppers every time we have the audacity to do our business downtown is not the solution.
Take a good look at those empty storefronts and then find a way to create an annual downtown-shopper parking pass to sell me.
Come up with ways to make employers deal with their meter-hogging staff. Do something that embraces my business rather than
forces it elsewhere.
When it comes to downtown survival, it doesn't matter whether there are 1,997 parkade spots downtown, or whether the city can
trot out statistics showing that less than one per cent of the cars on any given day downtown get ticketed. It doesn't matter whether
I can be dismissed as just another lazy whiner who isn't putting enough effort into conforming my parking habits to the rules.
What matters is that when people come downtown to shop, they feel welcomed. Until city council figures out what to do about
that, every parking ticket issued is just another reason to go to the mall.
City of Monrovia Downtown Parking Management
By Dick Singer, City ofMomovia Public Information Officer
It seemed a risk worth taking-locating a 12-screen, 2,400-seat movie theater in the middle ofMomovia's Old Town without
providing the usual adjacent parking structure.
It made sense. Momovia's Old Town business district is compact (six blocks long and two wide) and abutted by residential
neighborhoods on three sides. Medium and high-density housing (mainly senior citizen) had been developed immediately adjacent
to the commercial properties. Both MTA and Foothill Transit buses provide service to the edges of Old Town and Momovia has
an active dial-a-ride service providing door-to-door public transpmiation.
Old Town was redeveloped in the 1970s as a pedestrian-friendly "main street" shopping and service district. Free public parking
lots and street parking combined to provide more than 1,200 spaces scattered throughout the district that were never more than
80% filled. For several years, a Friday night Family Festival street fair-running weekly from March through to Christmas -drew
as many as 8,000 people on a typical summer night with very little overflow parking into residential neighborhoods. Additionally,
most of the businesses using public parking for their employees closed at 5 p.m. and few stores stayed open past 7 p.m., meaning
that a shared parking plan seemed feasible -daytime use for office workers and nighttime use for theater goers.
The theater was to go up on one of the public parking lots, so those spaces had to be replaced, and were by the expansion of
another City-owned lot and there-configuration of a sidestreet adjacent to both that lot and the theater site. When the theater
opened, there were more spaces than before the project began. In its first six months of operation, the theater has attracted good
crowds and the parking has yet to be a problem. Lot and street parking is sufficient to handle the demand and convenient enough
so movie-goers will happily walk two-to-three blocks between their cars and the theater to stroll past shops and restaurants.
The shared-parking plan has worked well in the project's early stages. The second phase of our plan is now about to begin. Theater
crowds are drawing a new business mix to the district (as planned) and we are aware that more nighttime business use will
develop over the next year. An assessment district is now in the works to finance more Old Town parking -either a structure or an
additional street-level lot-to handle the expected increase.
Parldng Management T hat Actually Manages Parldn g
By Bill fu lton, Ven tura Mayor (htlp://fulton4vcn tura.blog pot.com)
At abou t I 0:30 th is morning, I s tep out of my office a t the co rn er of Pol i and Oak an d walk dow n Oak Stree t to get a c up of coffee
a t Palermo. Al mos t im media te ly, I noti ce somethin g differe nt. The parking lot on Oak S treet, usua ll y two-t hirds empt y in the
morni ng, is mos tl y f ull. An d th e on-street parking spaces along Oak and Mai n S treet, whi ch are mos tly occ upied on a typ ica l
morn ing at thi s ti me, arc mos tl y vacant.
It tt1kes me a mome nt be Jore r rea li zed why: The pa id parki ng porl ion of ou r dow nt o wn parking management program had gone
into effect a t 10 a.m., and it was a lrea dy showi ng res ult s. Peop le who pa rk a ll day dow nt ow n have moved into th e lo ts and th e
upp er leve ls o f the parking ga rage. S paces o n th e str ect nre now ava il abl t.: fo r ~>hOppe rs, di ne rs, a nd othe rs w ho we re running short
tenn errand s. In oth er wo rds, onl y 30 minu tes afte r we ins titut ed th e pa rkin g ma na gement pi'Og ram, it is wo rk in g.
In a ll th e discussions aro und town this summe r abo ut paid pa rking, the emphas is has a lways been on the "pa id" part. Why is th e
city c ha rg in g for park ing down town? Are we just bein g gree dy? Whe re will t he money go? Why wo ul d anyo ne go dow ntow n if
th ey have to pay to pa rk?
These are a ll fa ir ques tions. (And they al l have good a nswers--for exam pl e, all the parki ng reve nue money is go in g to be nefi t
dow ntow n an d not being spe nt e lsewhere in th e c ity.) But th e qu estions have obsc ured an impo 1ta nt goal of th e paid pa rking,
whi c h has no th ing to do wi th revenue. The goa l is to e ncourage em ployees and other long-term parkers downtow n in order to free
up s pace on the st reet fo r shoppe rs. A nd 1 was s tu nned at how qui ck ly our "parking manage ment " goa l was ach ieved .
A ll day , we have a doze n or so po l ice offi ce rs, pub lic works officia ls, po li ce ca dets, and poli ce vo lun tee rs dow nt Qw n ass is tin g
peo pl e. Wh en I go o ut aga in at lun ch time, th e s treet spaces are beg inn ing to fill up --and eve ryw he re I look, so mebo dy fro m lh e
city is helping a dow ntow n s hopp er fi g ure out ho w to use th e new mac hin es. Bu t the po int is s till c lear : The on-s tree t spaces are
g rad ua lly fil lin g up with peo pl e who had com o dow nt ow n to s hop.
In th e mont hs lea ding up to th e in augu ratio n of paid pa rki ng, l ke pt hearin g s tories abo ut how dow nt own e mpl oyees were hogging
t he on-st ree t spaces . I hea rd th at so me merc hants told the ir emp loyees to park o n the st ree t --but a block away , so as not to take
up pa rki ng i n fro nt o f th e sto re. I heard that some bu si nesses and employees erase the c halk marks th at o ur park ing enfo rceme nt
fo lks pu t on th e ir tires. I hea rd tha t so me busi ness owners g ive the ir e mp loyees a ('ew minu te s o ff every two ho urs to move th eii'
ca rs.
rrank ly , I wasn't s ure if! be li eved a ll these stori es. A ller a ll , why wo u ld a ny merc han t park in front of th eir ow n store? Why
wo uld you dea l wi th a ll th e hass les to pa rk on th e stree t --erasing cha lk, moving cars--when Lhe re's free pa rking in ci ty lots a
half-block away? It see med ri diculous to me. Bu t t he lesson from today is th at it's no t ri dicu lous. Obviously, wha t's been
happeni ng is th ut emp loyees have been parkin g on th e s treet and now th ey are parkin g in the lots.
At a bout 3 pm, I dec ide it is time for a noth er c up of co ftee at Pa le rmo, pa rt ly just to sec wha t was go ing on. By now most of th e
on-s treet spaces arc taken --but th e po lice voluntee rs and cade ts a rc s till aro und . A wom an wa nders pas t Palermo and asks me if I
know how to usc the mac hin es. I s tart to he lp her (s he see ms ti ck led pin k th at the mayo r is he lping he r) when a fres h-faced po li ce
catl et comes up and docs a bett e r j ob of explainin g it.
Anybody's fir st imp ul se, I thin k, is lh<lt pay ing fo r parkin g is a bad thi ng. But upo n re ll ec ti on, a lot of folks--me rc hants and
sh op pers a li ke--have come a round to th e idea that it ca n be a good thin g.
Some s hoppers have compla in ed over the pas t few mo nths th at pa rki ng at the ma ll is free , so why shou ld they pay to pa rk
down town? T he answer--prov id ed by Dow nt own Ve ntu ra Organizat ion board chair Dave A rms trong--is that yo u're pay in g fo r
access to a few hu ndred prem iu m spaces. And he's right. All er a ll , a ll th e lll all pa rkin g s paces are far away from th e s tores-
fa rth er than eve n the mos t remote free lot dow ntow n. I r it was poss ible to dr ive ri ght in side the ma ll a nd pa rk in rront of yo ur
favori te store, don't yo u th in k the ma ll wo ul d charge for tha t s pace? And don't you thin k so me peop le who thi nk it's worth il
wou ld pay the price? Obv ious ly, the ans we r to bo th the se questio ns is yes.
S imi larly, Ma in Street merc hant s have co me to see tha t pa id park ing can he lp thc111 t oo by open ing up shorl-te rm spaces c lose to
th e ir store. As th e ow ner o r Jersey Mike 's to ld me today, he r custome rs used to have to c irc le th e block th ree tim es look ing for a
space o r park in a fara way p ~:~rking lot. Now th ey can park right in fro nt of he r s hop for a quarte r --or a d ime--o r a ni ckel --whil e
they pick up their order. Because even though it's $1 for the first hour, you can buy less time with coins. And there's less traffic on
the street because there's less "cruising" for a parking space.
6 pm: I head out to one our local establishments. Now it's very busy downtown--the younger crowd is beginning to head out to
downtown --and the onstreet spaces are still mostly full. Prime time downtown.
Some people who grumbled about this idea pointed to the experience this summer at Ventura Harbor: Paid parking was instituted
in the prime lot near the Village on weekends. But, the complainers pointed out, the Harbor ended the program early because they
didn't achieve their revenue goals. True enough, but it was a gloomy summer and tourist business was off generally. And what the
complainers tend to overlook is the fact that the Harbor actually did meet the parking management goals. Employees and ali-day
parkers going to the Cham1el Islands parked elsewhere, freeing up plenty of space for peope shopping at the Village. In that sense,
it was a success.
9:15pm. I take one final swing through downtown. Parking on the street is fairly light now--especially on Califomia between
Santa Clara and Thompson (near the garage) and on other side streets such as Oak. And it's a fairly quiet Tuesday night--most
places. I peek into Anacapa Brewing to talk to owner Danny Saldana--and, to my amazement, the place is completely full. Danny
is happy with the situation and, like many other downtown business owners, says he is providing one-hour parking coupons to his
regular customers for free. It's well wmth it, he says, to keep them coming.
I walk back up Oak Street toward the office. The spaces on the street are mostly empty. And the parking lot across from office-
usually almost empty by now--is completely full. Eleven hours later and it's still working.
http ·//www . theti meshera ld .com/article/BD/2013042 4/N EWSO 1/30424 0053/0S U-stud ents-note-city-s-down town-parki nq-issues
OSU students note city's downtown parking issues
Study: P .. ivate lots, towing scare off visitors
Ap r. 25, 2013
LA NCASTER -Instead of a sh o rtage of downtown parking, the city actua lly has too muc h parking.
Th at's t he conclusion of 12 Ohio State University stu den ts who have studi ed the downtown since January.
"The problem is there are too many private park ing spaces," Bryan Townley said Wedne sday. "So even if a spot is not
taken by a car, it's sti ll unavailable."
He sa id the signs warning of tow-away zones in private lots keep people from vis iting downtown.
The students, who are part of the university's city and reg ional planning program, spent the semeste r studying
economic deve lopment, v ac ant property strategies, parking, marke ting and other elements of city planning. Th e
g r oup comp l eted a 155-p age document on t h e downtown, with photographs and diagram s, as a f ina l project. Alon g
with pa rking, the stud ents focused on severa l topics, incl uding enter t ai nment, transportation, housin g and parks.
The cl ass worked under auxi li ary faculty member Ch ad Gib son, the senior planning officer of Upper Ar lingto n. Gibson
sa id Lancaster M ayor David Smith approached t h e OSU Knowlton Schoo l of Architecture with idea of th e cl ass helping
the city.
Gibson sa id the first step in redeveloping the do w ntown shou ld be to fill t he former La ncaster Glas s site at Main
Street an d Memorial Drive with retail and other uses. It is billed as t h e Gateway area.
"Th e Gateway site is so critical to this town/' Gib son said . "There needs to be an anchor there f irs t, though. Lots of
p eop le don't want to be the first, but once it gets go ing, p eop le fol low through the door."
A local group s upporting the perform i n g arts center wants to build it at the former Lancaster Gla ss site. But Gibso n
sa id the site is better se rv ed as a mixed-use retail site. He said the si t e could play a part in the performing arts cen ter
ev en if it is not bui lt there.
Kate Ervin, executive director of De stination Downtown Lancaster/Speciallmprovement Di strict, said the data the
c lass coll ected can be use d in conjunction with a 10-year master plan DOL-SID r eleased ea r lier this year. Th e plan
shows the city with the performing a rts center, se vera l restaurants, hou sing, office spaces , a large ma r ketplac e, an
office incubat or and a h ot e l an d co nfe r ence ce nter. Former DOL-SID Executive Director David Uhl sa id the plan could
cost $100 million to implement.
Peter Miller looked at ways to better brand t h e city. He said Lancas t er is con si dered a tired, drive-through
commu nity. Instead, he sa id it shou ld be branded as a place with a great quality of life, distinctive architecture and
hi storic features.
"B randing is way to shift the perception and co m e up with a community vision /' Miller sa id.
To see the students' r eport, go to www.desti nationdowntownlancaster.com .
http J/www.t-g.com/storyt !980452.ht ml
City may get tough on square parking
S und ay, Jun e 23,2013
13 y BRI AN MOSELY -bmosely@t-g.co m
S helb yv ill e's c ity coun ci l will loo k at laking ac ti on soo n to deal with parking issues on th e publi c square. It's been o ne
of th e rec urring co mplaint s d iscussed by merc ha nt s at rece nt mee tin gs of th e Downtown Ta sk Force--parking
e nfo rce me nt , or th e lack of it.
C i ty manage r Jay JohJJS on to ld th e council that a re port on o ut s tanding parking ti cke ts has bee n co mpil ed o n cita ti ons
iss ued from Janu ary 20 11 un t il May 22 of thi s year. Alm ost I ,500 citations hav e not been paid. Acco rdin g to data
comp il ed by admi ni s trative intern Aimee Davis and po li ce department staff members Kim Nas h and Kerry Dunn, 83
pe rcen t of th e I , 750 tickets iss ued, co ntainin g a line of $5, re mai n out sta nd in g--I ,453 c it at ions with a to ta lltn pa id
ba lance of $7,344.
Letters goin g out
The c ity has sent 250 notic es to the regis tered ow ners o f the ticke ted ve hi c les, reque stin g th ey make payment in full ,
Jo hn so n sa id. Whi le no actio n was t aken du rin g T hurs day's ni ght's co unc il meeting, John son said the co un c il will need
to make a dec is ion on what to do w ith th e unpaid citat ions, noti ng that there wa s "a ve ry large back log" datin g before
20 11 that wa s not tack led . "We need to dete rmin e how or if we're go ing lo h ave r arkin g enforcement o n the public
square in he lbyvi ll e," Johnson sa id . The c it y ma nager a lso LO ld council members he exp ects ca lls f rom those
re ce ivin g lette rs.
Steps?
In a memo to the co un c il , John so n outlin ed fo ur poss ible nex t step s:
*C ite the offende rs to city co wt.
*Turn t he out stand in g fin e information over to a co ll ectio n agency.
*Purchasin g a ca r ''boot j ac k."
*Or stop parking e n foroemeot o n the pub! ic squ are a nd lay otT th e c ity's park in g employee .
John son a lso ad ded th ere were "large num be rs of r eop le with lar ge numb ers of outs ta ndin g ticket s," and du1·ing thi s
p as t wee k's task force mceti11g , h e told parti cipants one pe rso n had J7 c it ati ons th at were unp a id. The topic wi ll be
pla ce d on e ither th e Jul y o r AugusL s tud y sess ion agend a, John so n stated.
Previous btlks
Thi s isn 't th e first t ime the co uncil has discus sed th ese co mpl aints, whi ch have ranged from enfo rcement bei ng too
strict or to o leni e nt to being done inconsis tently , they were told in March. Motori sts have been known to move th e ir
ve hi cles to avoid a ticket, and Jo hn son sa id a t th e time so me o r th e issues on the sq uare a re c rea ted w hen "a n employee
of bu s iness A pa rks in fron t of bu si ness 8 ." A search of th e c it y's records revea led that while the ordin ance passed by
the co un c il in 1995 es t ab li shed th e $5 pa rking fee, it co uld no t be found in She lbyv ill e's books. A fl er spea king with th e
po li ce department ove r th e is s ue ea rli e r thi s year, Johnso n to ld t he counc il th at the c ity docs have th e abi lity to pursue
th ose un co ll ected pay me nt s, but w ith the sma ll fine , it would cos t more in ma n-h o urs to co ll ect them.
h i I 0://d jouma l.co m/yiew/fu ll storv/22!!4 1986 /a rt ic le-Downtown·Oxtord-park ing-change-gets-good-rcviews? in sta nce-home fl ew:~ bu !leis
Downtown Oxford parking change gets good reviews
by Erro l Casten siN EMS Da ily Journa l
06.08. 13 -07: l 0 a m
OXFORD -The first few days of a new three-hou r strc cts id e parking limi t in downtown Oxford h ave go tten p osi tive
rev iews.
The Downtown Park in g Comm iss io n voted to make the chan ge last month after merchants , espec ially res taurate urs,
co mplain ed th at two ho urs was not lon g eno ug h for v isitors to have a mea l and do a bit of s hop pin g.
S uch co mpl aints began in November, when Standard Parking began enfo rc eme nt of th e de cades-o ld tw o-ho ur limit in
an effo rt to ge nerate more oppo rttmiti es for s ho pp ers, diners an d other visito rs to find store fr o nt spaces. Enforcement
hou rs, prev ioll sly 9 to 5, we re extended to 8 to 8, and Saturday enforcement -a lon g-ignored part of tho ordinan ce -
wa s impl e mented.
"A young lady told me this was the first tim e in many yea rs th at he r family was able to fo ll ow their vacation itinerary,"
Greg Sisk, manager for Standard Parking, to ld members o f the co mmi ss io n on Frida y . "They we re pl annin g to spe nd
t hr ee-and-a-half hours on tbe Squ a re, and th ey were able to get to th e Square, visit Rowa n Oak , visit the farmers'
mark et a nd visit t he university."
"Yo u can te ll a dilTere nce on the Square," added Co mmi ss ioner Brum El lio tt. "1 ca me up here at 12:15 o ne day and got
a pa rkin g space and ate lunch at Boure. Before, you wou ldn't have found a park in g space." So me merchants a nd
v isi tors had a lso asked that Saturday enforcement be dropped, but co mmi ss ioners rei nforced the a im Friday to direct
lo ng-term parkers to free lots nea r the Sq uare.
''My thinking was that if we we nt to thr ee-hour e nforcement, th at wou ld tak e care of most of our problems with
Saturdays,'' sa id Co mmi ss ioner Ron Hipp. "l don 't want to g ive up our abi li ty to e nfor ce on Sa turday s. We're go in g to
hav e to co ntr ol thin gs on footba ll Saturdays, and if yo u have too ma ny ru les and except ions to rul es~ nobo dy knows the
t'u les."
"Once you become lax, it's hard to enfor ce anythin g," agreed Co mmi ss ionct' Lar ry Sparks.
One parking issue like ly to ari se this fa ll w ill be more foo tball fa ns parking in tow11, because the Univer::;ity of
Mississippi is under pressure to elimin ate illega l pa rkin g tha t blocks walkways. "We had over 800 ca rs a long Al l
American Dr ive at the las t foo tball game, up on th e s id ewa lks," sa id Sparks, th e U niv ers it y of Mi ss iss ippi 's vi ce
c hancell or for adm ini stra t ion and financ e. Ole Mi ss also will reserv~ its remain in g spaces on game days to stud ents
who li ve on campu s and to univ e rsity donors .
Mayor Pat Pat1e1·so 11 note d one remedy th at the c ity and the univ ers ity hav e worked out for the new shotia gc is to ope11
nea rl y I ,000 park in g spaces at the Oxford Co nference Cen ter to footba ll fans a nd to have th em shuttl ed to th e stad ium
for Ole Miss' seven home games .
"There's this idea that we never talk to each oth e r," Pa tlerso n sa id , referring to a n accusation from hi s oppone 11t in hi s
rece nt successful re-e lectio n bid . "We've been talking to each other a ll s prin g.''
http //www.J..ansascity.corn /20 13/06/ 13/42920 -1 4/l ax-en forceme nl·of-down row n-kc.hr mI
Pos ted on Thu , J un. 13, 20 13
Lax enforcement of downtown KC parking is coming to an end
f3y LYNN IIORSLI::Y
T he Ka nsas City Sta r
T he man age r of MeMa 's Bake ry do wntown wo uld love it if he r c usto me rs co u ld park out front at 12th a nd Main . But
because cars fr equently park a ll day in the two-hour s pots o uts id e her bu s in ess with no ti cke ts or co n se qu e nces,
man age r Ashl ey Stei n so metim es has to dart into the s tree t to hand c usto mers th eir o rd e rs. "They don' t eve n park ; it's
a driv e-by," Ste in sa id. "ll (parkin g) is limited to two hours. but we neve r hav e any parking attenda nt to make the ca rs
move ."
Re li ef for Ste in a nd oth er downtown businesses co uld be on the way thi s summ e r . Kansas C it y offic ial s acknow led ge
th at o n-stree t parkin g enfo rcement has been lax for more th an a yea r -w ith just tw o parking contro l offi cers handlin g
the Greate r Downt ow n area fl·om the Mi sso ur i River to 3 1st Srrec t and Sta te Lin e to Troost Ave nue. Bu t th e cit y is
gea rin g up to hire four more enforc eme nt office rs fo r that area.
Thi s is part of a larger pa rkin g reform str ategy th at ha s bee n in th e wo rks for years. The plan includ es beefed-up
e nfo rce ment, new tec hn o logy to make it eas ier for pa rke rs to pay a nd a th oro ug h rev iew of park in g lim e limi ts
dow ntown in o rde r to fr ee up more spaces for busi nesses li ke MeMa 's.
"We nccJ to manage ou r invent ory of o n-s tree t parking," says Co uncilman J im G love r, who admits dow ntow n park in g
"is no t be in g mana ged ri ght now." Glo ver sa id too man y downtown empl oyees arc ga min g th e system, parking all day
fo r free in short-te rm spots o n the stree t a nd taki ng up spa ce needed fo r vis itor s or custo mers of downtown merc ha nts
and res taur ant s. And because the y rare ly ge l a ticket, there 's little in centive fo r those empl oyees to move into parki ng
ga rages. "I think we s tart with the premise th at th e bes t use of on-street parking is fo r s ho rt-term parki ng," sa id Bruce
Camp be ll , the ci ty govern ment's pa rkin g services admini str ato r.
Th e focu s is on th e Riv er Ma rket, Cen tr a l Bus iness Dist ric t, Cross roads and Crown Ce nter/U ni on S ta tion. The re form s
have become a ll the mo re esse nti a l as down tow n has sto pp ed be in g just a 9-to-5 office co mple x and more of a setting
fo r resident s, co nv enti oneers, subu rban v is it ors a nd re tai l and e nt ert a inm ent c ustomers. "We're a d ifferen t city now
than we we re j ust 10 years ago ," sa id Sea n O 'Byrne , v ice presiden t of business deve lop me nt fort he Downt own
Co un c il. "Pa rkin g needs to be rotated. It 's a n in ve nt ory to be he ld , but it needs to be ro tate d fa irl y ofte n to kee p a
healthy, vib ra nt dow ntow n."
o r co urse, no t everyo ne ag rees . Some worry th at ti ghter park in g re s tri cti o11S co uld dete r peo p.lc from co min g
dow nt ow n. At a rece nt mee tin g on t he parkin g initi a ti ve, so me Riv e r Market res id ents said t hey apprec iate fr ee o n
stree t parking, whi ch th ey see as esse nti a l for t ha t are a to conti nu e to thriv e. "We hav e a coo l ne ighb orh ood ," sa id
Mike Fred ho lm, who has had a Riv er Marl<e t co nd o s ince 2008 . "A nd we ca n sc rew it up with a bad parkin g po licy."
Dav id Salas, who moved to the River Mark et last yea r, sa id he loves th e mercha nt s there and is conce rn ed th at me te red
pa rk in g co uld hurt sa les. He sa id the Co untry C lu b Pl aza is s uccess ful in part becau se it doe sn't c ha rge for pa rking.
But 0'Byrn e res pond s that free pa rking oft en beco me s e mployee pa rkin g. li e poin ted o ut that Plaza s hoppers and
diners he lp sub sidi ze park in g through th e sa les tax th e re. City offi cia ls said they wo uld wo rk close ly with both Riv e r
Ma rket:lnd C ross roa ds groups to fi nd a ba la nc e o f pa rki ng cho ices.
/\s for the Cen tral Business Distr ic t, O'Byrnc sa id a rece nt mee tin g s howed pmpcl'ty mana ge rs, res iden ts a nd re ta i lers
favo r on-street parki ng refo rm s that rotate cars more regul a rl y, prov id e fa ir enforcement and make it easier for
c usto me rs 10 co mpl y. "l was expectin g p itc hfo rks and torc he s," he adnlitted. "Th e re was uni versa l s upp ort."
Minimal enforcement
A consultant's report by Walter P. Moore and Associates completed in January 2012 confirmed the need for parking
improvements. The report found that Greater Downtown had 1,558 metered parking spaces and several thousand time
zone and undesignated spaces, but compliance was poor. Nearly half the vehicles were parked at expired meters and
more than a third exceeded posted time limits or were illegally parked in no parking or loading zones. Meanwhile, only
a tiny fi·action of violators received tickets. Many other spaces had no posted times and were monopolized all day by
downtown employees.
Campbell notes that Kansas City had been exploring the idea of outsourcing parking enforcement in the 2012-2013
budget year, so the city quit filling parking control positions as they became vacant. The number of parking ticket
writers dwindled from five or six two years ago to just two. More than 37,000 tickets were given between May 1, 2010,
and April30, 2011, but just 15,820 were written in the last fiscal year. Because of police board concerns and other
factors, Kansas City has decided not to outsource parking enforcement at this time, Campbell said. The city's new
budget, which began May 1, includes funding to provide six parking control attendants downtown. With the city's
hiring process, that will likely take three months or more. Ultimately, Campbell would like to see eight or more
officers in a few years.
But O'Byrne and others emphasize that increased enforcement can't be the only reform. Other efforts include:
• New technology. The city is completing a contract for a pay-by-phone option at meters; it should be available later
this summer. A sticker on the meter will direct people to a choice of cellphone application, website or phone number to
pay by credit card, eliminating the need to fish for coins and letting people buy more time remotely. "The cellphone
app is phenomenal," O'Byrne said. "If you're in a meeting, it will text you. You can extend it (the meter) while you're
sitting in the meeting."
• Time zone changes. Two-hour parking would be designated at many more spots, with parking for three hours or more
available near theaters and other venues. "The first thing you've got to do is get the parking regulations such that
they're right," Glover said. "One hour, two hour, three hour or a loading zone. That's being worked on."
• Community outreach. Those time zone changes and other parking regulations will be vetted by a new parking policy
review board. Members, which the mayor will appoint, will include representatives of downtown's neighborhood and
business groups, as well as someone who just parks downtown.
Suzie Aron, president of the Crossroads Community Association, said she likes having a citizens group to consider her
neighborhood's parking needs because they are so different from the Central Business District's and River Market's.
"We have a very eclectic neighborhood ... industrial, office, retail and residential," she said. "How do we please such
an eclectic community? One size doesn't fit all."
Glover said he hopes the community outreach can be completed this summer and that signage changes and better
enforcement will come after that. The Police Department will be a partner in the effort, and Police Board Chair Lisa
Pelofsky said she thinks the city is on the right track. She applauded creating a public sounding board on downtown
parking.
"I really was very interested to improve parking and improve parking enforcement, and I honestly think that's a good
plan across the city," she said. "We also need to, I think, have a lot of different voices, so we get it right."
http://www.p lanct ize n.co m/node/63473
The One About the Parking-Pinched Merchant ...
Monday, J une 3, 20 13-6:39am PDT by IAN SACS
You ever hear the one about the Main Street merchant who went out of business because he lost a ll his
parking? No? Are you sure? But, it's common knowledge that business goes bust as soon as parking
is removed . I mean , I don't know about you , but I've even heard irate s hop owners claim that just
talking about reduced parking, or -dare I even say it out loud -increa sed parking rates (cue : gasps ,
guffaws) , can devastate a business district, and surely sink one that is strugg ling in these "difficult
economi c times." We've a// heard it time and again ; and therefore , everybody knows that the key to
good small business downtown is gargantuan gobs of (preferably free) parking . But, some of us still
get a kick out of questioning authority; so I'll ask you , is it true?
I'll come right out and say that I've never run a Main Street small business, so therefore I invite all small
business owners to declare that I have no idea what I'm talking about. And I am certain ly not going to
use that tactic some people -I'm not naming names-use by saying they"... drove that s treet every
day for the past twenty years ... " and are th ere fore de facto traffic engineers for the limited purposes of
a heated public me eti ng about traffic (ugh , aren't they all?). I'm not. I really do appreciate the way
anecdotal quotes give co lor to poorly-researched , just-in -time-delivered local news stories, and I
certainly respect people's personal opinions on stuff, but I think that what this discussion really wants is
a little b it of good old -fashioned , home-grow n objectivity.
Streetsblog SF re ce ntly posted a great piece on th e results of a SFMTA s urvey that showed that only
about fifteen percent of people get to heavily-shopped Polk Street by car. The re mainder arrived by a
mix of walking , bicycling, and transit (By the way, I have heard some angry merchants specu lating that
people without parking might get to their shop via a "magic carpet" mode, wh ich wou ld probably fit in
the "other" category).
FACTS: POLIC STREET
How do people arrive on Polk Street and
what do they spend shopping per we ek?
$90.16
~~.....~ill
I believe these findings are important because they demonstrate in cold, unemotional numbers yet
anoth er counter-intuitive fact about traffic and parking; namely, that many busy shopping streets are
way more dependent on non-auto cus tomers than they realize; perception versus reality strikes again.
It's a shame that th is survey was done by SFMTA, because it's much more difficult to trash the findings
of a highly respectable professiona l transportation agency t h an some crazy fixie -fanatics .
I d id some hunting and fo und severa l other s t udies that showed little corre lation between c hanges in
parki ng supply or price t o t he vi t a lity of bustlin g business distri cts, eve n t he ones t hat were p roc ured by
local bus i nesses try ing to bust up less-parki ng plans . The general consensus of various ana lyses
seems to support t he idea tha t "more parking", "cheaper parking", or the hideous "free parking '' are
farce demands of loca l businesses based on truisms that, if met, un necessaril y tax communities w ith
outrageous constructio n bonds and/or lost opportunities for improved public spacees for no good
reason . In many cases , the same communities have plenty of underutil ized parking that is simply no t
made availab le when needed or it is not properly priced.
A 1998 study by The University of Wisconson -Cooperative Ex t ension Center for Commun ity Economic
Development ca ll ed "Evaluating the Health of Downtowns: A Study of Michigan Small Cities" used a
''Health Perception Index" to measure the resu lts of revitalization efforts in several cities in Michigan .
Among their findings was that parking had very little perceived impact on business success when
compared to other factors :
"Many merchant associations have expressed their concern with the in adequacy of downtown parking
as a reason for their poor sales, and city officials have responded by spending capital improvement
money on l arger parking lots . Yet this survey found that other factors were much more closely tied with
commercia l success, and that parking was la rgely overrated as a factor"
In 2006 , th e City of Philade lp hia teamed with economic development interests to study the success of
commercia l corridors and found that too much parking in places where pedestrian/bicycle access was
possible can actually be an impdiement to businesses :
''A long pedestrian-oriented commercial districts surrounded by dense residential neighborhoods, the
availability of parking seemed to play less of a ro l e in commercial districts success. This is likely
because many r esidents are choosing to walk to the corridor instead of drive . So while parking may
help an automobile-oriented commercia l district better serve its customers, the study suggests that too
much parking actua lly se rves to decrease property values as compared to property values surro unding
pedestrian-oriented commercial corridors."
Of course, Hoboken , NJ is an excellent benchmark for those looking to demonstrate that the
overwhelming majority of sa les for local businesses comes from customers arriving in just about
anything other than a car. And by overwhe lming majority, I mean 99%. As part of our due diligence
and getting local businesses on board with a new pocket p laza proj ect that would result in the loss of 5
angled parking spaces adjacent to their shops, we did a quick survey of customers leaving nearby
businesses and found that only 1% of tho se customers were parked in those spaces. The survey also
counted cars and pedestrians on that b l ock and found that foot traffic outnumbered cars by a 7:1
margin . Admittedly this effort was surgica l , but the point is that such data made a merc hant-led fight for
these spaces pointless , especially when the alternative was a p l aza where people -not cars -cou ld
enjoyably sit and spend time in front of these businesses.
How do customers arrive at Newark Street businesses?
1% CunomorUiliYing fr om
.'lllOiod J)~tkhl!J $1).'<0)
II On fcoi.ICih61
Ill A.,go.d Parkl'lg ~c•t
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..... ~~0.,.....,\111< -tftly fOW flhk...OOI4tod Of ofl1.odOft glod potUftg lp.\<Ot enfltWMk1i!r -.
Another highly respectab le professional transportation agency is New York City DOT. Their 2012
report on the impacts of street improvements that often result from a re -use of on-street parking is
called "Measuring the Stre et: New Metrics for 21 $' Century Streets". It prov ides some fantastic sta t istics
you may want to offer up the next tim e you hear from end-of-world doomsday scena rio speculators
about re -purposed parking, suc h as a 49% increase in lo cal retail sales along it s 9111 Avenue segment
between 23'd and 31 "' Streets after the street redesign . NYCDOT has so many travel lanes to work with
that they can sacrifice those instead of parking lan es, but I wonder if there was a parking -lan e-versus
bike-lane retail sa les impact smack down , who would come out on top? Can the new business
generated by balanced modes solutions using parking overcome the mayhem of a few lost ca r parking
spaces? Can expanded outdoor seating for 30-40 restaurant patrons overcome the door-front seati ng
for 3-4 patrons' cars?
This is not to say that no parking is needed; rather, I submit the supp ly of parking in a downtown s hould
be proportional to the share of trips associat ed with automobiles . Furth erm ore , this amount is not
static, and in fact can be manipulated by loca l a uth o rities to better suit the needs and desires of the
commu nity so that quality of life is improved by a s hift to less impactful modes . In Europe, where this
kind of modal manipulation is perhaps most advanced , the techniques used by transportation plan ners
to actively better balance demand for various transportation options are generally called "Mobility
Management''. In many ways , Mobility Management is the next generation of transportation planning,
and has not yet entirely found a home (or fund in g) s t ateside .
My conclusions here are , of course, nothing new. After all , Streetsblog writer Matthew Roth posted an
exce ll ent Urban D r iving Shoppers mythbuster in 2009. But my objective is to revisit , strengthen , and
add more to the argument needed by planners when confronted by understandably angry yet
nonethe less uninformed local/small business owners who drive themselves and their neighbors nuts
fighting the very things that are better for their business because they are using an antiquated mid-20'h
century truism. The simple act of providing good, objective data and anecdotes-preferably early on
and in a quieter, slightly less combustib le setting than a public meeting -is a healthy and productive
way of informing local merchants and getting them on the same side as good street designers .
UPDATE 6 JUNE 2013 : Very sad ly , just a day after posting this article, legendary Hoboken sma ll music
venue/bar/restaurant Maxwell's announced it was closing its doors for good (the bar stage in
Springsteen 's "Glory Days'' video). I am the first to admit that the owners approached the city several
times about parking accommodat ions , and in response several attempts were made to explore and find
ways to solve those unique problems within the confines of local laws which everyone is required to
follow , including an amendment to a parki ng ordinance to update/clarify how time-limited parking is
enforced so that visitors to Hoboken were not unfairly ticketed . Certain ly, finding street parking around
the uptown venue on a weeknight at 9pm is extreme ly difficult, but in defence of the above treatise and
the merchant parking needs argument in general, and as can be gleaned from just about every article
on the closing -but perhaps most e loquently explained in a blog post by the witty, loca l, introspective
Chris Ha ll eran -the root cause is attributable to a gradual change in demographics and, perhaps , soul,
but certainly not for lack of parking ,
UPDATE 27 AUGUST 2013 : Kyle Rowe , University of Washington , has released another excellent
study of the relationship between bicycle facilities and businesses , this time in Seattle. In summary ,
"Bikenomics: Measuring the Economic Impact of Bicycle Facilities on Neighborhood Business Districts"
demonstrates using local business sales data that new bicyc le lane s have some to significantly positive
impacts on retail shops . The takeaway he re is that the more studies published with these kinds of data,
the stronger the case can be made that data trumps sound bite .
BEACHES PARI<--IN G OPERATIONS PLAN
Pe r our conversat ions of th e last few weeks pl ease be low H su mm ary over view o f th e opera ti on plan utili z in g th e Lice nse
Pl ate Recogn it io n (LPR) system. As we di scussed, one o f the bi g fea t ures wi th th is syste m is that once we have the basic
se t up in pl ace, we can expand the area a nd scope o f enfo rceme nt w ithout havi ng to purc hase a ny ad di tio nal ha ndhe ld
units o r softwa re, and th e sys te m wi ll a ll ow us to ma nage th e ofT-s treet da il y pa rkin g , e mployee per mit parkin g,
reside nti a l pe rmit parking, va let operatio ns, on-s treet tim e limit pa rkin g.
T he bas ic pr em ise of th e mode l for mo net izin g par kin g lots is to foc us o n a red uct io n in expe nses (C AM c ha rges). The
pa rk in g c ha rges wo ul d in clude a 11rebate " opt io n, whi ch is b as ica lly a re fund of th e parkin g c harges t hat is pa id o ut to
patticipating "S po nso r" bu s ine sses that provide t hei r custo me rs a c redit when t he c ustome r prese nt s thci.r pa rk in g receipt
(wo rk s th e sa me as a va lid ati o n and is th e way we wo ul d handl e it with LIJR). Und e r the Rebate Program a ll pa rk e rs
wo uld hav e th e opti on of vi s iting any of th e parli c ipatin g "Sponsor" bu s in esses and presentin g th e ir parking receipt at th e
tim e of purchase. T he Sponso rin g bu s in ess wo uld th e n credit th e c ust ome r fo r the$ a mo unt li sted on th e ir rece ipt a nd
t herefo re effecti ve ly makin g th e pa rkin g "fi·ee" fo r th e c usto mer. At the end of a des ignated reco nc ili a ti on pe rio d th e
Spo nso rin g bu sin ess wou ld turn over th e receipts to th e parki ng operati ons and rece ive a re bate e qu a l to th e sa me cr ed it
they iss ue d to th e c us tomer. A t tho end o f eac h mo nth th e Pa rki ng Manager wo ul d total a ll of th e pa rk in g o perat io ns
expenses a nd a ppl y th e co llec ted re ve nu es (minu s the reba tes) against th ose cos ts, a nd defi c it wo uld th e n be b i ll ed to th e
S po nso rin g bu s in esses as a pro-rat a CAM ex pense. Jn th e event th e re is a surpl t ts of reve nu es th e n th ose are retai ned to
he lp offset future s hortfa ll s. The Va let would operate in a s imi la r ma nn e r, wi th th e exceptio n Lh at th e S ponso rin g
bu s in esses wo u ld va lida te th e parking ve rs us reba tin g th e park in g fees (va let is paid upon ex it, se l f-pa rk is pa id up on
e ntry).
Und e r this proposal we a re a lso abso rbin g th e la nd sca pin g a nd pro perty c lea nin g cos ts (press ure was hin g, e tc) as pa rt of
the parkin g ope ra ti o ns. T he goa l is to c reate a self susta in ing Parkin g M anagement Prog ram whe re in the limited parkin g
res ources in th e BTC a re contro l led in an e JTecl ivc a nd effi c ient mann e r, th e pro perties are ma intain ed ala co ns iste ntl y
hi gh l.eve lthat present s a c lean and attrac tive e nvironm e nt every day, c us tome j·s wi II always be ab le to find a parkin g spot ,
a ll pa rk ing c us to me rs have a n opti on for free pa rkin g Uu st go to a pa rti cipatin g bu sin ess a nd gel a re ba te with th e ir
parkin g rece ipt), th e overa ll expenses to th e te na nt s a rc re du ced and nobody is bein g to ld "you ca n't pa rk he re ".
GENERAL OPERATiONS OUTLINE
LPR/Automated Opca·atious
• Lo ts a rc c urre ntl y accessi bl e 24/7, and charge no tee.
• We wou ld recomm e nd co ntro llin g the Lots us in g Li cense Pl a te Recogniti on (LP R) tec hn o logy wherein we would
pl ac e payme nt mac hin es a t vario us l ocati ons (to be de te nnin ed) wh e re custome rs co uld pay. T hey wo uld ha ve
payme nt o pti o ns o f' cash, c redi t o r de bit ca rd , va lue ca rd s a ncl''pay by ph o ne". They wo uld be a bl e to pay a t a ny
o f th e ma c hin es on the propetty rega rdl ess o f wh ic h s pace th ey pa rk in.
• Th e LPR sys te m wo uld a lso a llow yo u to a l loca te e mpl oyee/monthly permi ts based o n li ce nse pl ate numb e rs, as
well as custome r va lidati o ns and thi s syste m would a ll o w fo r man age men t of val et o pe ratio ns.
• An oth e r be ne fit is thi ~ sam e sys te m co uld be use d to co ntro l on-s tree t parkin g us in g eith er a lee based or tirn c
based ma nage me nt plan where a res id e ntial parkin g progra m wou ld be <.:reat cd to bcne lit th e homeo wn e rs.
• Attendants wo uld patro l the Lo ts w ith handhe ld LPR units . T hese units co mmuni ca te w ith the mac hin es a nd be
aware o f w hat Pl ates have pa id . Th e a tt end ant s impl y poi nt s th e unit at the pl ate and if a pay ment has bee n made
it w ill ha ve no reacti on, if a pay me nt has not bee n made th e unit wil l auto mati ca ll y iss ue a noti ce. We wou ld
recom me nd th at th e noti ce be in th e fo1111 of a n invo ice in stru c tin g th e pa rk e r to pay th e req uired pa rk in g charges
($X) e ith e r a t th e machin es o r by cell ph o ne, a nd to pay that fee by a specifi c tim e. If the pay me nt is not receiv ed
by th a t tim e the system wi ll the n convert tha t "i nvo ice" to a "la te payme nt noti ce", a nd that will be ha nd led base d
o n the loca l la ws gove rnin g pri va te co ll ecti ons.
• We wo ul d reco mme nd th at staff be on-s ite th e ncccssruy number of ho urs to make a co mpl ete pa tro l o f th e lots a
minimum of IJ times per day du r in g norma l bus in ess hours, a nd o nce p e r hour if ni g ht time or weeke nd traffi c is
prese nt. Th e a tte nd a nts could a lso pe tfo rm mai nte na nce duti es on th e lot to he lp o ffset th e staffing expe nse.
• The o perati o n wo uld in c lud e a ve1y c lea r separati on o f duties to provid e th e utm ost sec uri ty to cas h and revenu e
contro l. T he Manager wo uld c lea r the mac hin es of cas h oach day and de pos it in th e ba nk . Th e 13 ookkeepe r
wo u ld recon cile th e cas h deposited and CC c harges wi1h th e revenu e re port th at is automa ti ca ll y ge nerat ed by th e
system. The Manager would not have access to the reports until the reconciliation was complete, and
the Bookkeeper would not have access to the money. Duplicate reports would be sent to a
Corporate Administrator who would then verify. Access to repmis and the equipment itself is controlled by
assigning access codes, so you would have a log of who was in the system and what activity they performed. At
anytime the Client or an Administrator can access the system on-line and get real time data, again this is
controlled thru assigning access codes that will control exactly what data each person is able to see.
• In addition to the operating system, we would recommend the installation of non-resettable counters at the
ingress/egress areas that would provide counts of entrances and exits. This would be compared to the transaction
and violation reports to ensure we are capturing all the cars that enter the Lots, as well as give us accurate data on
the actual traffic flow in and out of the Lots.
• General infonnation on a typical system is included below. For the purposes of budgeting the costs associated
with a system of this type would be approx $15-$19,000 for a payment machine and approx $48,000 for the
enforcement tools and software. However, it needs to be noted that the enforcement tools and software programs
are a one-time purchase, and you would have the ability to add and enforce numerous additional machines and
locations with no additional need for more handhelds or programs. There are numerous LPR options available,
but what we have included here should work for the purpose of establishing budget projections.
• LPR technology provides an extra level of security in that you can tie your system into the DMV or Law
Enforcement sites so that license plates can be "flagged" for things like outstanding violations, warrants, etc.
LPR will also provide a means of more accurately tracking traffic and developing a "typical" visitor profile,
letting you know from where and when people are traveling to "and" from within the BTC.
• For a stmiing point we would recommend a machine be placed on the one or two centrally located parking lots,
and the remaining lots would be assigned using the "permit" feature or dedicated to valet. However, with the pay
by phone capability you would be able to have daily/hourly parking on those lots as well, even though there was
no machine at that specific location.
• For lots that required restrictions be placed on the parking during specified hours we would install signage at
strategic locations to indicate such;
Reserved for Dave's Diner
Customers 4pm-11pm
Open to Public During All
Other Hours Courtesy Of
Dave's Diner
Manual Operations Alternative
To manually operate the program (no purchase of equipment/softwm·e) we would physically staff the lots during
designated operating hours at a cost of$15/man-hour (approximately $2000 per lot per month for M-Fri, and $5300 for
lots open 7 days). The Net impact on the operating costs would be close to a net zero in the first year (no equipment or
software expense), but would increase the 2nd year expenses by close to $65-$75,000.
OPERATING EQUIPMENT, ENFORCEMENT HARDWARE AND
SOFTWARE INFORMATION FOLLOW
APS Freedom Pay Station
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www ~ lt'flc r IC .1 nfJ.1t I<( l fltJ sy~tt ·n 1•-. cor n
Integrated smart technology solution
custom designed to meet your needs
• Freedom Pay Station Is available In Pay·by·Spaco, Pay end Di splay,
and Pay·by·Piot c m odels
• lntultlvo design Is motorist fr londly ~nd oosy·to·usv
• Reol •timo onllno 1oturo c:rudit cord outhoth:atlons, coin paymont , and
wlroloss download or rates and messages vln the cellular not work
• Frecdom lntegr•tos with third p~tty vendors, such &Spay-b y-coli,
vohlclo dotocllon sensors. ttnd cito tfon ml'lnooomant soflwnro
• Ability to procon t ransactions In nny ordRr
• Optional NFC contactless payment
• Slook daslgn which blonds soamlenly Into stroetsct~pe
• Soler powered lor extended battery lll e ftve roglng 3+ yeers
• Modulorly doslgnod l or usy roplncon10nt ond so rvlclng
• Secure cosh box with optimal co!n capa cit y of GOOt quarters
Intelligent online par king management
• No nood lor local sotlworo or now Mrdwore lnstollotlon
· Copob lo ol lntogrotlng ony third party data stream, In order t o
ptovldo a slnglo point of datalntogratlon
• Comprehonslvo ••t of finonclo lond technlcol reports, ond
administrative management tools
• Rotund p roeosslng avl!l lllllblo via d atlll mon~gomont bM:k offleo
• V.o lldettO $ p.orklng onfo rcomont lnuonco
• Always uses the latest t echnology In encryption ond Internet secur-Ity
(Lovell PCI Complian t)
Data Management
JJ!:l!:I 1 APS utilizes tho IF'S Oato Monagemont
J!iiiiiiiiiiiio-----piM.j Sys tem, which Is o rcai·Umo. wob·basod
application thO! allows porklng prof~•·
slonols t o romc te ly m onit o r tholr parking
n etwo r k from anywhere, at any tlmC!'.
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License Plate Recognition
Eli m inate tedlouJ manual entry with "point and
s h oot" techno logy.
Two handhe lds t o c h o o se ft·om that best f\t you1· nee ds:
F eatures:
• Comp•ct doslgn • v ,,lot f'nil.n~aarn •nt
• Elec tro nic tlr• c h alking .. H onor box mtt~n;agorno nt
.. O n :.nd o rr ,.,.• • t o nfOf'CO n"'(Jilt • Pe,.mlt l'f'l~n~sern o nc
• Lfce n so pl ato Inve nto r y • P=-y ,:r.ulo n huerf~ce cap:~blllty
• Scoffl•w ldon<lfic;,tlon
Pur-r.lnl to.erher t be p l ec:et o f y o u r porl<l116 p u zzle.
0 609 N , Oivl•lon $c:, $pG~-'04,WA 99'100 .& (880) 877-6ll l A. ...,...,._,p:.r-k~..-.hk .COrn
Handheld Management
and Enforcement
Parktral< Pro Parking M an •aement Syuerm combine
"dv~nr;cd h:trdware :uld fnnov:atlve iOft.w.tre. to mee.t you r
chollongos cod•y.
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rut rlc:t ;md en:\bla p:'lrklng prlvllefes b.ued on your prdercmu:s.
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Permit Management
Versat ile permitting allows you to structure
your permit fil es to reflect you r needs.
U ser friendly r eporting features allow accurate
tracking of permi t activity, helping yo u an d your
Choose b ar coded permits or "virtual customers maintain contr·o l. permitting" by using the vehicle's plate
(up t o four p er p ermit) and Li cen se Plate
Recognitio n t o identify the permit h o lder
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Individual permit holder s m ay
by lot, date, day o f the weeI<, m o nth, and/
or time of day allo wing creative use of this
module.
Putting together the pieces of your pori<Jng puzzle.
8609 N. D ivision St.Spoknne.WA 99'2.08 A (888) 877·6212 A www.pnr·lctrnk.eom
Sales Quote ~ Jax Beaches (MPA Contract) February 6, 2017
-P Pf=l RKe o n
Contact : Mark Rimmer
StradaPal BNA EVO 2 Pay by Plate
Acce pt: b ills and credit card)
Includes:
Solar Powe r Operation w/Autonomous Battery
7" Color Screen
Bill Stacker ( 1 000 Bills)
CrediVDeblt Card Reader
Modem and Antenna Kit
Thermal Graphic Printe r w/Se lf Sharpening Receipt Cutting Blade
1 Roll of Pape r
Personalized Software Including Programming and Testing
Instructional Graphics and Pe rsonalized Rate Plate
Multi Lingual Bu tton
In cre ment and Max Buttons for Cr edit Ca rd Payments
Credit Ca rd Software and Parkfollo License Fees
Limited Two Year Warranty
QUANTITY PRICE TOTAL
Str adaPal BNA Evo 2 P a y by Plate 8 $9,075 $72,600
Shipping included per MPA Contract 8 $0 $0
One-Time Credit Card A ccount Set-Up Fee 1 $385 $385
TOTAL 8 $9,460 $72,985
Recommended OQtions
Bill St acker
QUANTITY PRICE TOTAL
3 $264 $792
0 $0 $0
TOTAL Recommended Options $792
TOTAL Including Options 8 $73,777
Note: Site prepara tion is n o t included in this quote.
In stallation not inc luded
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BOS M anagem e nt Fees
myParkfollo B ack-Office Software M anagement System Monthly Fees Monthly Total
Pay by Plate
Validations
Inc ludes:
2 way wireless connectivity
Wireless ai rtime fees
On-line access to hosted secure server
Processi ng and storage of alllransactlons, maintenance, ala rms, & statistic.
Database spaca
8
8
PCI Level 1 Ce rtified real-time credit card authoriza tion account se t-up and management
Secure user rights management
$57
$3
$456
$24
Back Office Options:
Whoosh Is a n option
Path to Park
please send question s to:
Scott Fox
Business Deve l opment Manager
Parke on
40 Twosome Dri ve, s uite 7, Moorestown, NJ 08057
Phone: 856-234-8000 x 360 : Ce ll443·991-0229
Email sfox@@parkeon.com
Sign Above/ Date