Bryn Mawr. Parking Study Update Final Report. April 8, Bryn Mawr, PA PHL

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1 Bryn Mawr Bryn Mawr, PA Parking Study Update Final Report PHL Township Line Road, Suite 100 Blue Bell, PA T: F:

2 TIMOTHY HAAHS & ASSOCIATES, INC. 550 Township Line Road, Suite 100 Blue Bell, PA Mr. Ernie B. McNeely Township Manager Lower Merion Township 75 E. Lancaster Avenue Ardmore, PA RE: Bryn Mawr Parking Study Update Final Report Bryn Mawr, Pennsylvania Dear Mr. McNeely: Please find the attached Final Report describing our findings during our two days of field observations and data collection efforts, and the future projections. We look forward to speaking with you this week to discuss our findings and answer any questions. We anticipate presenting our findings at the public workshop on April 5th. Thank you for the opportunity to work with you on this important project. Please don t hesitate to call me, Chris Gray, or Todd Helmer with any immediate questions. Very truly yours, Vicky Gagliano, MBA, LEED AP Project Manager/Senior Parking Consultant P L A N N I N G E N G I N E E R I N G A R C H I T E C T U R E P A R K I N G

3 TABLE OF CONTENTS INTRODUCTION... 1 Scope of Services... 1 Study Area... 3 CURRENT PARKING CONDITIONS Parking Supply Weekday Parking Demand Weekend Parking Demand... 8 Additional Parking Demand Observations... 8 Effective Parking Supply... 9 Current Parking Adequacy... 9 PROJECTED 2020 PARKING CONDITIONS Normal Growth Future Development Bryn Mawr Village Development Future Parking Supply Future Parking Adequacy Stakeholder Input RECOMMENDATIONS Insufficient Employee/Monthly Permit Parking Insufficient Visitor/Customer Parking Parking Enforcement License Plate Recognition (LPR) Lighting and Safety Wayfinding and Signage Linkages and Pedestrian Safety Policy and Zoning Requirements Promoting the Parking System TABLES AND FIGURES Table 1: 2015 Parking Supply by Lot... 5 Table 2: 2015 On-Street Meter and RPP Parking Supply... 5 Table 3: 2015 Surface Lot Space Demand Summary... 7 Table 4: Effective Parking Supply... 9 Table 5: Current Parking Adequacy... 9 Table 6: Bryn Mawr Peak Hour Adequacy by Facility Type Table 7: Future Impact NORMAL GROWTH Table 8: Future Parking Adequacy Table 9: Level of Service Approach to Lighting Levels Figure 1: Study Area Map... 3 Figure 2: Parking Supply Distribution... 4 Figure 3: Map of Public Parking Areas... 6 Figure 4: Weekday Parking Demand and Occupancy Summary... 7 Figure 5: Weekend Parking Demand and Occupancy Summary... 8 Figure 6: Aerial Map (2-3 minute walking radius) APPENDIX A DETAILED OCCUPANCY DATA

4 Introduction The Lower Merion Township (LMT or Township) retained Timothy Haahs and Associates, Inc. (TimHaahs) to perform an update of the 2005 Bryn Mawr Parking Study originally conducted by CHANCE Management Advisors, Inc. We understand Bryn Mawr has experienced significant growth and development over the past ten years and there is a need to assess any effects to the parking system from that growth and development. The overall purpose of this study is to provide the Township with a comprehensive look at current and anticipated future parking conditions throughout Bryn Mawr, incorporate community and stakeholder input and concerns, evaluate zoning ordinances and other regulations regarding parking, and provide recommendations for short and long-term parking policies. Scope of Services The following detailed scope of services was agreed upon by both parties. TASK 1 OBTAIN AND REVIEW DATA 1. TimHaahs will obtain and review available data related to the following issues: Parking supply in the Study Area, both off-street and on-street. Composition of the parking supply, in terms of hourly limits, meter type (single space or pay on foot), restrictions (loading, handicapped, permit) Parking enforcement data (citations, Parking Officer Enforcement personnel, revenue) Zoning ordinances and other regulations regarding parking Community and stakeholder perspectives on parking in the Study Area Future development plans including location, timeline, detailed program/land use type, new parking areas and number of spaces, total number of temporarily displaced parking spaces, total number of permanently displaced parking spaces (including on-street) 2. TimHaahs will examine significant local development projects since the 2005 Study, as well as planned and proposed future developments, and determine or project the potential effects of these projects on short-term and long-term parking in the Study Area. 3. TimHaahs will perform a site visit to conduct contextual observations and to form impressions of the study area with respect to subsequent deliverables, and to hold an on-site discussion with Township officials regarding parking and planning issues. 4. Schedule and conduct a public workshop, time, date, and location to be mutually agreed upon with Township officials, in order to obtain feedback from stakeholders (i.e. merchants, residents, employees, students, etc.). The purpose of this workshop is to obtain public feedback in advance of our data collection efforts and analysis. TASK 2 CONDUCT PARKING DEMAND AND OCCUPANCY SURVEY 1. TimHaahs will travel to Bryn Mawr to examine and measure the parking demand and occupancy in the Study Area. Parking occupancy data collection will take place on a typical busy weekday which will be mutually agreed upon with Township officials. The data collection efforts will include the following types of regulated parking: 1

5 Permit (residential / business) parking Long-term meters (more than 3 hour limit) Short-term meters (3 hour or less limit) Private parking lots (available for public use, i.e. customer or visitor parking) SEPTA parking areas at Bryn Mawr Station Optional Fee: Streets surrounding the Bryn Mawr Station 2. In addition to the weekday surveys, optional evening data collection period (particularly around the Film Institute) and weekend data collection period can be performed at our hourly rates (see attached). 3. TimHaahs will document the results of the surveys in a Final Report for Township officials, and hold a conference call to discuss the implications of the data findings. 4. Combining the information gathered in Task 1 with the data analysis derived from Task 2, TimHaahs will prepare an estimate of the future supply, demand, and parking adequacy for the next 5 years. If reliable data from the Township is available to support a 10-year forecast, we will provide our estimates accordingly. TASK 3 PREPARE ALTERNATIVES, ASSIST WITH PREFERRED ALTERNATIVE SELECTION, AND DEVELOP RECOMMENDATIONS 1. After reviewing the items listed in Task 1, Item #1, provide a list of potential policy, regulatory and operational alternatives for discussion with Township officials that address existing and future parking conditions within the Study Area. 2. The list of items will be discussed with Township officials by conference call. 3. It is anticipated that the above discussion will lead to the identification of a set of preferred alternatives, upon which TimHaahs will develop a number of planning, management, operational and financial recommendations to positively shape future parking conditions. 4. The preferred alternative(s) and recommendations will be documented and submitted to Township as a Final Report. 5. Meet with Township representatives to discuss the Final Report and obtain comments and feedback. 6. Incorporate comments, as appropriate, into a Final Report which will be provided in electronic PDF format. OPTIONAL ACTIVITIES 1. Evening parking activity data collection PERFORMED 2. Weekend parking activity data collection - PERFORMED 3. Participation at additional Township or Bryn Mawr community meetings to discuss the Project and related planning alternatives and/or recommendations 4. TimHaahs attendance to be determined jointly with Township officials 5. Presentation of Final Report via PowerPoint to Township administrative and/or elected officials 2

6 Study Area The study area is generally bounded by Montrose Avenue to the west, the train track to the north, Morris Avenue/Old Lancaster Road to the east, and County Line Road to the south. The detailed map of the exact study area boundary is shown in Figure 1 below. Figure 1: Study Area Map Source: Lower Merion Township 3

7 Current Parking Conditions The TimHaahs team physically conducted site observations and occupancy counts on Thursday, November 5 th from 9am until 5pm as well as Saturday, November 7 th from 10am until 10pm. All roadway improvements were completed and according to Film Institute representatives, both days were representative of a typical busy day at the theater. In addition to favorable weather conditions, classes were in session at both Villanova University and Bryn Mawr College Parking Supply We verified the parking supply, or inventory, on the eight surface public parking lots, on-street parking meters, areas with signed parking for the residential parking permit program, and the two SEPTA parking lots north of the train track. We did not identify any privately owned parking lots that were available for general public use. We recorded a total of 1,010 public parking spaces within the study area including 502 surface lot spaces, 150 on-street meter spaces, 149 unstriped residential parking permit (RPP) spaces, and 199 SEPTA spaces. The following graph depicts the breakdown of the study area public parking inventory. Figure 2: Parking Supply Distribution PARKING TYPE INVENTORY Surface Lot 502 On-Street Meter 160 RPP 149 SEPTA 199 TOTAL 1,010 On-Street Meter 16% Surface Lot 49% RPP 15% SEPTA 20% Source: Timothy Haahs and Associates, Inc

8 The following table summarizes the parking supply within the eight Bryn Mawr and 2 SEPTA lots. Table 1: 2015 Parking Supply by Lot PUBLIC LOTS INVENTORY 1HR 2HR 3HR 12HR PERMIT DAILY Lot 7 - Bryn Mawr Station Lot 8 - Warner Avenue Lot 9 - Thomas Avenue Lot 10 - Central Bryn Mawr Lot 11 - Morton Road Lot 14 - Pennsylvania Avenue Lot 19 - Warner Avenue South Lot 22 - Water Street TOTAL SEPTA INVENTORY 1HR 2HR 3HR 12HR PERMIT DAILY East West TOTAL Source: Timothy Haahs and Associates, Inc As shown in the previous table, there are 502 spaces located within Bryn Mawr public parking lots and another 199 spaces located within the two SEPTA surface parking lots adjacent to the station and north of the train tracks. The following table summarizes the on-street metered and RPP parking areas: Table 2: 2015 On-Street Meter and RPP Parking Supply ON-STREET SUMMARY RPP SUMMARY STREET INVENTORY STREET INVENTORY Lancaster 45 Morton East 14 Summit Grove 6 Morton North 15 N. Roberts 9 N. Merion 6 S. Roberts 2 N. Warner 7 Prospect 3 Sargent 11 S. Warner 2 Franklin 4 S. Merion 2 Central 15 Water 10 Old Lancaster E 16 Franklin 12 Pennsylvania 42 N. Bryn Mawr 60 Mondella 13 S. Bryn Mawr 9 Old Lancaster W. 6 TOTAL 160 TOTAL 149 Source: Timothy Haahs and Associates, Inc Within the study area boundaries, there are 160 on-street metered parking spaces and 149 on-street spaces designated as 2 hour or RPP parking. A map depicting the locations of the parking lots, meters, and RPP areas is on the following page. The eight Bryn Mawr parking lots and the two SEPTA lots are depicted in yellow, the on-street metered areas are depicted in blue, and the RPP designated areas are depicted in green. 5

9 Figure 3: Map of Public Parking Areas Source: Timothy Haahs and Associates, Inc

10 2015 Weekday Parking Demand The TimHaahs team physically conducted site observations and occupancy counts on all public parking assets within the study area. The weekday count took place on Thursday, November 5 th. The first occupancy count took place at 9am, with subsequent counts conducted every hour until 5pm. The peak weekday occupancy occurred between 12pm and 1pm with 753 occupied spaces, representing an overall occupancy of 75%. Worth noting, at the peak hour, the surface lots were also 75% occupied, the on-street meters were 71% occupied, the RPP areas were 52% occupied, and the SEPTA parking lots were 94% occupied. The following tables and graphs depict the weekday parking demand. 1,200 1,000 Figure 4: Weekday Parking Demand and Occupancy Summary Inventory 1,010 Peak Demand Surface Lot On-Street Meter RPP SEPTA TOTAL PARKING TYPE INVENTORY 9A 10A 11A 12P 1P 2P 3P 4P PEAK Surface Lot % On-Street Meter % RPP % SEPTA % TOTAL 1, Occupancy 59% 65% 71% 75% 72% 72% 67% 64% Source: Timothy Haahs and Associates, Inc In the following table, we also analyzed the weekday parking demand for the various types of off-street surface parking spaces in order to determine how each are utilized throughout the day. Table 3: 2015 Surface Lot Space Demand Summary TYPE INVENTORY 9A 10A 11A 12P 1P 2P 3P 4P 1HR HR HR HR PERMIT TOTAL Source: Timothy Haahs and Associates, Inc

11 2015 Weekend Parking Demand The weekend count took place on Saturday, November 7 th. The first occupancy count took place at 10am, with subsequent counts conducted every hour until 10pm. The peak weekend occupancy occurred between 8pm and 9pm with 523 occupied spaces, representing an overall occupancy of 52% (much lower than the peak weekday, daytime demand). Worth noting, at the peak hour, the surface lots were 67% occupied, the on-street meters were 61% occupied, the RPP areas were 46% occupied, and the SEPTA parking lots were only 11% occupied which is typical for a transit parking. The following tables and graphs depict the weekend parking demand. Figure 5: Weekend Parking Demand and Occupancy Summary 1,200 1,000 Inventory Peak Demand 1, Surface Lot On-Street Meter RPP SEPTA TOTAL PARKING TYPE INVENTORY 10A 11A 12P 1P 2P 3P 4P 5P 6P 7P 8P 9P PEAK Surface Lot % On-Street Meter % RPP % SEPTA % TOTAL 1, Occupancy 39% 39% 41% 42% 40% 36% 41% 41% 41% 49% 52% 47% Source: Timothy Haahs and Associates, Inc Detailed information on the parking occupancy counts are included in Appendix A at the end of this report. Additional Parking Demand Observations Township parking staff also collected parking occupancy data on Friday, February 19 th and Wednesday, February 24 th since there was some concern about capturing data during BMFI matinees. After discussions with Township representatives, it was decided to utilize the original survey day, since the peak hour demand on Friday, February 19 th was only slightly higher (<5% variance) and the Wednesday, February 24 th was slightly lower (<5% variance) than the original weekday peak hour collected on November 5, We believe the survey data from November 5, 2015 best represents a typical busy day. Occupancy data from the two additional days of collection is included in Appendix A at the end of this report. 8

12 Effective Parking Supply Effective supply is a common term used in the parking industry. The effective supply is essentially a cushion used to account for parking spaces lost due to mis-parked vehicles, snow removal, construction, and the natural flow of vehicles. Simply stated, it considers that a parking supply operates at peak efficiency when parking occupancy is no more than 80 percent to 95 percent of the supply. When occupancy exceeds this level, patrons may experience delays and frustration while searching for the last few remaining spaces. This creates a perception that the supply is inadequate even when there are some spaces still available. Based on this concept, we have adjusted the inventory to allow for a cushion. Due to the large amount of employee and repeat parkers, we have assigned a factor of 95 percent for all 1 hour, 3 hour, 12 hour, RPP, commuter daily, and permit parking areas. Since visitors are more likely to park in one of the 2 hour areas, we assigned a factor of 85 percent, a common metric for on-street visitor parking areas. We determine the effective supply by deducting this cushion from the total parking supply. Table 4 lists the effective supply factor (ESF) for each user group and the total adjusted supply. Table 4: Effective Parking Supply TYPE INVENTORY EFFECTIVE SUPPLY Bryn Mawr Lots On-Street Meters RPP Areas SEPTA Lots TOTAL 1, Cushion Source: Timothy Haahs and Associates, spaces Based on the previous table, the effective parking supply in this study is 934 spaces. This represents a 76- space reduction (or cushion) in the total parking supply. Current Parking Adequacy The study area contains 1,010 parking spaces. However, in order to determine the parking surplus or shortage, we revert to the effective supply of 934 spaces referenced previously. The peak observed demand in these spaces was determined to be 753 vehicles which occurred during the weekday, daytime hours. The current study area parking adequacy results in a surplus of 181 spaces. This information is broken down by parking area type in Table 5 below and by specific area in Table 6 on the following page. Table 5: Current Parking Adequacy TYPE PEAK HOUR PARKING ADEQUACY Bryn Mawr Lots 90 On-Street Meters 24 RPP Areas 65 SEPTA Lots 2 TOTAL 181 spaces Source: Timothy Haahs and Associates, Inc

13 BRYN MAWR LOTS Lot 7 - Bryn Mawr Station 21 Lot 8 - Warner Avenue N. 7 Lot 9 - Thomas Avenue (1) Lot 10 - Central Bryn Mawr 28 Lot 11 - Morton Road 7 Lot 14 - Pennsylvania Ave. 3 Lot 19 - Warner Avenue S. 12 Lot 22 - Water Street 12 TOTAL 90 Table 6: Bryn Mawr Peak Hour Adequacy by Facility Type ADEQUACY SEPTA LOTS ADEQUACY East 1 West 1 TOTAL 2 ON-STREET METERS ADEQUACY Lancaster 4 Summit Grove (2) N. Roberts 1 S. Roberts 0 Prospect 0 S. Warner 0 S. Merion 0 Water (1) Franklin 9 N. Bryn Mawr 11 S. Bryn Mawr 3 TOTAL 26 Source: Timothy Haahs and Associates, Inc RPP AREAS ADEQUACY Morton East 3 Morton North 4 N. Merion 2 N. Warner 4 Sargent 4 Franklin 0 Central 6 Old Lancaster E 10 Pennsylvania 29 Mondella 1 Old Lancaster W. 1 TOTAL 65 During the peak hour, we estimate a surplus of 90 surface parking lot spaces, 24 on-street meters, two SEPTA lot spaces, and 65 RPP parking spaces. None of the RPP parking areas experienced a parking shortage during the overall peak hour, but we would expect those areas to fill up during the evening hours and actually hit their peak overnight. Some Bryn Mawr lots and on-street meter areas were more utilized than others. Lots 9 and 14 are experiencing extremely high occupancy resulting in a parking shortage or near parking shortage. In addition, meters located along Summit Grove, S. Roberts, Prospect, Warner, Merion, and Water are all operating at or near capacity. Projected 2020 Parking Conditions When estimating future parking conditions, there are three primary factors which are taken into consideration: 1. the estimated impact from normal, or population growth; 2. changes to the existing parking demand generators; and 3. changes to the existing parking supply. In order to estimate the future parking adequacy (surplus or shortage), we apply the above three factors to the 2015 conditions. Normal Growth We reviewed census data for Bryn Mawr, Lower Merion Township, Delaware and Montgomery Counties. Bryn Mawr experienced negative population growth between 2000 and 2010 and in the past five years has grown at a rate of approximately 0.68% annually. Lower Merion Township also experienced negative population growth rate between 2000 and Finally, when looking at the population data for Delaware 10

14 and Montgomery County, between 2000 and 2010, the county s annual growth rate was 0.13% and 0.65% respectively. While growth in the County, Township, and Village have all been extremely low, we do recognize the Village has continued to grow modestly over the past 5 years. For that purpose, we have applied a 0.68% annual growth rate for the next 5 years and a more conservative 0.50% growth rate for years six through ten. The following table outlines the estimated increase in demand from normal growth. Table 7: Future Impact NORMAL GROWTH STUDY AREA Current Demand 753 Estimated Future Demand Growth Rate 0.68% 0.68% 0.68% 0.68% 0.68% 0.50% 0.50% 0.50% 0.50% 0.50% Annual Increase Net Increase Source: Timothy Haahs and Associates, Inc As shown above, with only applying the impact from projected normal population growth, we anticipate the parking demand within the study area to increase from 753 spaces in 2015 to 799 spaces in 2025, a 46-space net increase. Future Development According to Lower Merion Township representatives, there is only one development currently known to open in the next five years: Bryn Mawr Village Development. We also understand Lot 7 may be developed in the in the next two to five years but there are not any current development plans. Based on the Bryn Mawr Master Plan completed in 2006, the site geometrics would allow for additional parking which could potentially support the development in addition to the existing Lot 7 demand, creating a net-zero impact on the Village. We have not included any impact from a future Lot 7 development. According to Township representatives, redevelopment of the properties along Lancaster Avenue is anticipated in about one year which could add demand from new and improved uses. Specifications were not provided nor included in this analysis. Bryn Mawr Village Development Based on the site plan by Bohler Engineering (Revision ) and information listed on the developer s website, the Bryn Mawr Village Development will consist of approximately 52,000 SF of mixed retail/restaurant/and office use. The project will consist of class A retail and office and should open by late spring We understand there are a total of 168 parking spaces including adjacent on-street parking areas (163 off-street and five onstreet). During our site visit, two of the referenced on-street parking spaces along Lancaster Source: Avenue were available and occupied throughout the day (in other words, those spaces are already included in the parking supply figures previously noted). Therefore, we have accounted for 166 new parking spaces associated with the Bryn Mawr Village Development project. We have assumed those parking spaces are not open for general public parking and will be signed for Bryn Mawr Village Development customers and employees only. 11

15 Specific information regarding the development land use mix was not available at the time of this report; therefore, this study does not presume the actual demand of the Bryn Mawr Village Development. However, we understand the development meets the parking requirements as stated per zoning and will require 213 spaces. Therefore, we have assumed the development will generate a demand for an additional 213 spaces once open. Per Section , the developer was able to reduce the number of on-site spaces by designating 37 of the municipal parking spaces (located within 900 feet of the proposed site). However, since those spaces were already accounted for in our current supply and demand figures, those spaces are not included as new spaces. The approach of sharing municipal parking is typical to encourage development where there is an existing parking surplus. Based on the number of new parking spaces and the number of spaces needed for the development, we anticipate the additional impact on demand is an increase of 37 spaces during the weekday, daytime peak hour. Future Parking Supply There are no anticipated changes to the current public parking supply considered at this point in the analysis. According to Township representatives, Amtrak may redo their transmission facility in the lot on the in-bound side of the rail which could eliminate 12 parking spaces from their supply. However, the project is currently unfunded. Our future adequacy will reflect the as-is conditions in order to quantify the total number of additional parking spaces needed to meet the future demand. Future Parking Adequacy Based on the data in the previous section, the following table outlines the estimated future parking demand, supply, and adequacy for the next ten years. Table 8: Future Parking Adequacy FUTURE CONDITIONS Current Parking Demand 753 Normal Growth Development Impact 37 Estimated Future Demand Effective Parking Supply Estimated Parking Adequacy Source: Timothy Haahs and Associates, Inc With the opening of the Bryn Mawr Village Development, we anticipate the parking surplus to drop from 181 spaces today, down to 134 spaces in It is important to note that the current surplus of 181 spaces is located in various types of parking facilities (90 spaces in the surface lots, 26 spaces in the on-street meters, two spaces in the SEPTA lots, and 65 spaces in the RPP areas. If we exclude the surplus of parking in the RPP areas as those spaces are less convenient to customers and, with the time limits, not an option for employees, as well as the 2 SEPTA spaces, the resulting surplus for the entire study area is only projected to be 67 spaces in

16 Stakeholder Input We were able to discuss parking with several Bryn Mawr stakeholders as well as at two public meetings. Many of the viewpoints were similar in that they all felt like there was a need for more parking. In addition, the following comments were also recorded: Repurposed buildings are not able to satisfy their parking demand and there is not a sufficient number of spaces nearby for their employees and customers to park. If private business lots were closed on the weekend, there would be a tremendous impact on the public parking conditions in the area. Bryn Mawr Trust (BMT) allows the public to use their 135-space lot during the evening and weekends but there is a lot of abuse during the weekday daytime hours which leads BMT employees without a place to park. Bryn Mawr Film Institute (BMFI) patrons park in their reserved spaces on a regular basis. BMFI draws 3,000 to 5,000 visitors per week and is very successful. The theater is a catalyst for downtown businesses so their demand should be accommodated by the Township. There is a valet operation at The Grog which has been very effective at expanding the parking supply during peak hours by stacking vehicles in a nearby private lot in exchange for maintaining and monitoring that lot. Enforcement is aggressive during the daytime hours. Construction workers are currently taking up the on-street parking spaces but they should be completed by June or July and those spaces will free back up. There is confusion as to whether or not permits are lot specific but the Parking Director stated that they are not lot specific. The 2006 Bryn Mawr Masterplan has some recommendations for parking that have not been implemented since they require public-private partnerships, primarily with Bryn Mawr Hospital, that have not yet advanced. A shuttle bus was used previously during the First Friday events but due to insufficient use, it was abandoned. People were generally not willing to wait for the shuttle and due to insufficient use, it was not ineffective at reducing downtown demand. Residential permit lottery system is not adequate; they would pay more if parking was guaranteed. Residents find the 6 month permitting system somewhat stressful as they need a place to park and twice a year, they are uncertain if they will get a permit. BMBA will create a parking committee to discuss with the Township on which recommendations should be implemented. There is a perception by some business owners that there is a lack of available convenient parking. Township officials noted the need to change the perception of parking as the data reflects open parking spaces in most lots during the peak hour. More three hour meters are needed according to BMFI representatives/patrons. 13

17 Businesses cannot expand or increase their services because they cannot secure parking for the new employees. On-street spaces should be allowed for valet use. Location of the available parking spaces is an issue as the available parking spaces are not always convenient. It would help if the hospital s parking rates were lower than the Township as some hospital users are using nearby on-street parking spaces and some parking lots. Would desire more employee parking spaces, but they are not available for purchase. Merchants and businesses are seeking other locations outside of BM with better parking. The queue for the valet parking for the MOB may spill out onto the roadways. Lot 7 should be preserved as it provides flexible community space for Village events. Parking along Lancaster Avenue should remain intact. Need lower cost employee parking. More retail and less office use is needed in downtown since the office parking demand is so high and customers are competing with employees. New construction projects are not building enough parking to meet their needs. Customers are not willing to walk over a block and some are elderly. A lot of employees and merchants are using the on-street parking spaces and feeding the meters and there isn t any way to get them to stop. Some employers are sending their employees to adjacent private parking lots, leaving those owners to be the bad guy. Township needs additional public lots if development and redevelopment continues without requiring the owners to meet their own parking needs. It is too expensive to build parking lots in BM and parcels are not available for conversion. Residents desire a large buffer between their home and the commercial district. BM needs a better balance between meeting the needs of the resident and meeting the needs of the commercial users. There are too many individual property owners in BM who do not consider the needs of the overall community. Too many absentee owners who are not impacted by the problems in BM. Employees are feeding the 2 hour meters all day during their shift so they can have a place to park since nothing else is available. 14

18 Recommendations We understand there is a perception of inadequate parking in Bryn Mawr for both customers and employees. However, based on the data from the survey day(s), we estimated a current parking surplus of 181 spaces. In addition, we prepared the following map to illustrate a reasonable walking distance from each of the eight parking facilities. While industry standards often consider a five minute walk reasonable, we have opted to depict a walking time of two to three minutes which is considered a level of service A. Figure 6: Aerial Map (2-3 minute walking radius) Source: Google Earth and Timothy Haahs and Associates, Inc As shown above, all businesses within the study area are within a two to three minute walk to one of the public parking lots. What the map does not indicate is the uneven distribution of parking throughout the district as more than half of the off-street parking spaces are located in Lots 7 and 10. Because of the uneven distribution of off-street parking lots, businesses on the west end of the district have a smaller supply of parking within a very reasonable two to three minute walk. Likewise, 62% of all permit spaces are located in Lot 7, while another 22% are located in Lot 11, both of which are located north of Lancaster and on the eastern half of the study area. Again, because of the uneven distribution of permits, employees on the west end of the district who are seeking a monthly permit may not be able to purchase one. Based on comments from various stakeholders, and the distribution of permit spaces, there is likely an unmet demand for permit spaces which are being met by those users occupying the hourly meters. 15

19 Insufficient Employee/Monthly Permit Parking Recommendations: Oversell off-street monthly permits Based on conversations with stakeholders, we understand there is an insufficient amount of parking spaces for employees, which results in the high utilization of the 12-hour off-street parking meters (94% occupied at the peak hour). Since the peak hour occupancy for the offstreet permit spaces was observed at 74%, it may be realistic to oversell the employee permits in those parking lots by another 15 to 20%, or 28 to 37 additional employee permits. We would recommend adding a provision which allows them to park in another area if all offstreet permit spaces are filled. Use of a nearby vacant space within the RPP zone would have the least impact as the employee permit holder would be leaving around the same time as the residents are returning home. A large portion of the RPP parking spaces surveyed were vacant for a majority of the daytime hours making those spaces a highly underutilized and inefficient public asset. Allowing the occasional permit holder to utilize a parking space in an RPP zone would not likely cause any impact to the nearby residents. Explore public/private partnerships for better utilization of existing parking facilities and vacant land The Township may have an opportunity to partner with a current parking facility/land owner to create a mutually beneficial relationship whereas the Township is able to expand the number of parking spaces available to the general public and the private entity is able to general additional income in the form of parking revenues. Request use of additional monthly spaces at Bryn Mawr Hospital Approximately monthly permits are being accommodated at Bryn Mawr Hospital. Given the recent construction of the MOB and adjacent parking garage, they may have surplus capacity at this time and may be willing to issue additional monthly permits to downtown employers and employees. Convert on-street meters used as a taxi waiting area into permit parking spaces As observed throughout the day during our visit, taxis are occupying the on-street parking meters along Bryn Mawr Avenue, adjacent to Lot 7, without feeding the meters. Enforcement of those spaces is difficult as the meters allow for a free ten-minute grace period. By eliminating the meters in that location, taxis will no longer be able to occupy those spaces without applying for a monthly permit. Either appropriate fees will be collected from the taxi users or monthly permits can be issued for nearby employee use of those spaces. Relocate the USPS vehicles to an off-site location The parking of the USPS vehicles in the largest downtown parking lot is not the best use of those valuable parking spaces. We recommend that the Township discontinues the sale of those spaces to the Post Office and works with them to find another location where the mail delivery vehicles can be stored. Ideally, another location will also provide the postal employees with a location to park their personal vehicles before driving the delivery vehicles into downtown for loading/unloading. 16

20 Add or lease new off-street lots Another method to increase the number of available monthly permits is to purchase or lease parcels within a two to three block radius of Lancaster Avenue, then improve the parcel by adding lighting, paving, signage, and landscaping. We anticipate each pocket lot would be able to accommodate 15 to 20 vehicles or approximately 18 to 24 issued permits. The cost to implement would vary according to the cost of land acquisition and the size of the parcel(s). Vehicle Stacking Systems Vehicle stacking systems allow for the expansion of capacity within an existing facility by using either manual or fully-automated vehicle stacking systems. While these systems are somewhat costly (~$7,000 to $10,000 per space), they are far less expensive than a parking garage and in some cases can be fully automated (which is not recommended for customer or visitor use). Manual lifts require an on-site attendant during operating hours which does significantly increase the overall cost. Therefore, if the Township decides to explore these types of options, we would recommend an automated system that is three vehicles high which would allow almost triple the capacity in a single parking lot which is dedicated for employee/monthly use only. There are several vendors in the market with these systems and, if desired, we can assist the Township with evaluating which system would best meet your needs. Insufficient Visitor/Customer Parking Enforce time restrictions After increasing the number of available monthly permits for employees, the Township should begin enforcing all on-street time limits to encourage turnover and maintain a supply of spaces within close proximity to the businesses for customers and visitors. Increase on-street parking rates to ensure it is more expensive than the off-street lots Adjusting the parking rates allows a municipality to redistribute the demand by encouraging long-term parkers to utilize one of the less expensive off-street lots which are only one to two blocks away. Furthermore, the current parking pricing structure encourages the use of onstreet parking spaces which may result in more vehicles driving around in search of a vacant space, leading to increased roadway congestion and air pollution. Provide provisions for Valet Operations Businesses with high parking demands such as restaurants or the theater may wish to implement a valet service which could be subsidized by the business and/or paid by the users. Those services enhance their customer experience as it is often unrealistic for a municipality to build additional parking facilities for just a few specific user groups, unless those facilities are financially self-sufficient. For businesses interested in operating a valet service, the Township should assist with allowing those establishments the use of on-street parking spaces for loading and unloading, in exchange for a monthly fee (at market rate) for using each of the spaces requested. Parking Enforcement With increased growth in the number of visitors, patrons, and businesses in Bryn Mawr, parking availability and enforcement is a concern. One of the most difficult aspects of parking operations is enforcement. It was 17

21 noted that it is somewhat difficult to enforce time limits as the single-space parking meters do not track specific vehicle usage. As such, it may be worthwhile investing in newer equipment (such as pay-by-plate pay stations) in order to minimize employee/merchant abuse and lost citation revenue. In addition, we recommend increasing the hours of enforcement to encourage turnover during the dinner hours when premium on-street parking is in high demand near the restaurants. License Plate Recognition (LPR) License Plate Recognition (LPR) technology uses digital cameras and lasers to perform vehicle recognition (size, shape and color) and combined with accurate GPS, automatically detects and notifies the Parking Enforcement Officer (PEO) of unmoved vehicles. Pictorial evidence is present to the PEO for violation assessment. Despite its sophisticated technology, LPR systems appear reliable in every day operation and in all temperatures and weather. Parking enforcement productivity can increase significantly with LPR enforcement systems thereby allowing PEO s time for enforcing other high priority activities. It also allows enforcement regardless of weather conditions. Productivity gains can be significant as the need to manually chalk tires is done automatically. Since chalking activities take a smaller proportion of the day, the PEO has more time to perform other activities such as enforcing taxi and loading zones to minimize traffic hazards. Some additional advantages of LPR systems are: System is capable of tracking vehicles with outstanding tickets, fines, warrants. Allows enforcement officers to monitor time limits and prohibit moving into an adjacent space. Allows a smaller enforcement staff. The cost of an LPR system is low enough to provide a reasonable return on investment for most municipalities and we highly recommend the purchase of an LPR system to more efficiently manage the parking system in Bryn Mawr. Lighting and Safety During our evening site visit and observation, it was noted that some of the off-street parking areas are dimly lit and somewhat uncomfortable. While lighting does exist, it is neither bright nor uniform and provides numerous dark areas which could be used as hiding places. The two primary issues of lighting are intensity, or foot-candles, and uniformity. In the past, minimum light levels were used in every facility without much question; yet today many owners are asking for higher lighting levels than minimum. These owners include not only those with a higher emphasis on user-friendliness, but also those who are concerned about security problems and would like to provide a sense of safety and comfort to all users. The level-of-service (LOS) approach is a useful concept for selection of lighting levels. Recommended gradation of the basic lighting levels, average maintained horizontal illumination at the pavement, and uniformity ratios are presented in the following table. Table 9: Level of Service Approach to Lighting Levels Maintained Illumination Levels (footcandles) Horizontal Illumanance at pavement D C B A Covered parking areas 5 6 to 7 8 to 9 10 Roof and surface parking areas Uniformity ratio (average:minimum) 4:1 4:1 3:1 3:1 Uniformity ratio (maximum:minimum) 10:1 10:1 8:1 8:1 18

22 We recommend a minimum LOS B and a targeted LOS A for all downtown parking areas. measurements of lighting can be conducted by TimHaahs staff if needed. Formal Wayfinding and Signage Wayfinding is the ability to understand where you are, find where you want to go, and then recollect the path of travel when departing. It is generally not necessary to place a high priority on wayfinding in areas where a majority of the users are employees or other regular users. However, in Bryn Mawr it may be difficult for visitors and customers to find parking when all of the on-street spaces are filled. Signage is a means of communication with the driver and/or pedestrian, especially one using a facility for the first time. To be effective, the signage for a parking system must be clear, concise, and simple. While the creative designer may desire an aesthetic statement, plain is far better than fancy, particularly for traffic direction. We recommend increasing/enhancing the signage and simplifying the layout for the visitor/customer parking as it would make for a more friendly downtown environment. All visitor/customer spaces should be easy to identify to a first time visitor without confusion about who may or may not park in a space. The signage system should include: Trailblazer signs Located on streets leading to the downtown, these signs show where parking can be found. Site Signs Located at the parking lot, these signs describe the type of parking available. Parking rate signs These signs give hourly, daily, and monthly rates. Parking regulatory signs Not part of the parking promotion sign system, these signs are related to the enforcement of the Township s parking ordinance. We recommend the use of gateway signage and lighting to provide motorists with a more visual cue regarding the location of the off-street parking lots as they are somewhat difficult to identify before it is too late to enter the lot. Some general rules for sign design and location are as follows: All signage should have a general organizing principle that is consistently evident in the system. Directional signage for both pedestrians and vehicles must be continuous (i.e. repeated at each point of choice) until the destination is reached. Signs should be placed in consistent and, therefore, predictable locations. A sign should be placed at every point where a driver or pedestrian must make a decision. An important aspect of signage is the graphics. Effective signage programs combine aesthetics with information. Choice of color, typeface, character size, weight and spacing, and the use of uppercase and lowercase text all influence readability. The arrangement of text and symbols must be visually distinct. They must not contradict their basic meaning or intent, so as not to confuse the user. The background is equally important: backgrounds that are too small or too large for the type size can greatly detract from the effectiveness of the sign. A well designed and implemented wayfinding and signage system will not only make finding and using the City s parking more convenient; it can also enhance the image of downtown. A downtown logo can be included on a standard parking and wayfinding sign to create a greater visual impact or image. Some samples of wayfinding and signage are included on the following page. Please note how the use of colorful and low cost banners can provide motorists with information on where to turn or enter a parking lot in time for them to change lanes and adjust their speed. 19

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24 Linkages and Pedestrian Safety A linkage is, by definition, an associative relation or the act of linking things together. Parking linkages are the roadways leading up and into a parking facility, as well as the walkways within and from a parking facility to a particular destination. All parking facility owners should understand the importance of quality linkages between their users, the parking facilities, and the destinations the facilities serve. The experience between when you approach a parking facility, exit your vehicle and arrive at your final destination plays a critical part in whether or not the trip was pleasant and simple or stressful and difficult. It can also mean your customers tell others about their great experience, or vow to never return again. There are three primary concepts that make up quality linkages for all parking systems. Concept 1: Clear and Direct Signage The first and most important component of linkages in a parking system is signage and wayfinding. Motorists and pedestrians must be instructed by means of clearly written signage to inform them as to where they should go. The signage should be placed at every single location where a driver or pedestrian must make a decision; even if to simply indicate that the motorist/pedestrian should continue forward. Concept 2: A Seamless Process Visitors should feel as if once they enter downtown, the process to locate a vacant parking space, transition to a pedestrian, and identify signage that informs them of where to go is simple. Having the same sign design elements for all parking areas and pedestrian areas helps to create a seamless experience. Concept 3: Effective Design Elements In addition to signage and wayfinding, we have identified many planning and design elements which, when properly integrated, will significantly improve the user experience: Streetscapes (to the parking facility): All roadways should be well lit, maintained (no pot holes), and naturally encourage the flow of vehicles into the parking facility. When possible, all community streetscape improvements should include provisions for the back of house area where vehicles are first introduced to their destination. Ease of ingress and egress to the parking facility: Motorists should be able to immediately identify the entry and exit to the facility upon their first visit to the area. A poorly designed entry/exit will not only cause a motorist undue stress, but will also start and end their visit on a negative opinion. Cleanliness: All aspects of the linkages should be clean and well maintained. Trash receptacles should be abundant in order to discourage litter within the parking facility and along the pedestrian linkage. All roadways and walkways should be free of trash and debris. Painted surfaces should be maintained and free of graffiti, gum, or vehicle damage. Lighting: Lighting levels should be designed to easily locate entry/exits during the evening hours, to eliminate dark areas in and surrounding the garage, as well as the pedestrian linkages, and to ensure that the lighting levels are uniform in all areas. In most cases, a dimly lit roadway, parking facility or walkway will cause users to feel unsafe. In addition, poorly lit areas can increase the occurrence of crimes, and should be a high priority for any parking facility owner. Safety: Passive security measures should be integrated into all components from the roadway, through the parking facility, via the pedestrian walkway, to the final destination. Properly designed parking facilities do not have or have very minimal hiding places and areas where a motorist may be isolated. Glass elevators, 21

25 stairwells, and open-air design are excellent passive security measures. Likewise, landscaping considerations should be included as plant selection can assist with creating an open area. Landscaping: When possible, the inclusion of living design elements should be used. Trees, shrubs, vines, and flowers not only provide green space, but also improve how pedestrians feel when walking down a walkway. Most community redevelopment initiatives begin with streetscape improvements, largely consisting of green space and walkway landscaping. Hardscaping: Simple design elements such as a level walking surface, seating areas (which are especially important for those who may not be able to walk long distances), water features (such as a fountain), and façade elements help create the experience before the pedestrian actually arrives at their destination. Some shopping areas have used faux store front windows to advertise their merchants and display products. Despite being small in nature, this gives the pedestrian the feeling of window shopping rather than walking to the shopping center. Walkways: Depending on the location and the season, covered or sheltered walkways can provide relief from the snow, rain, or sunshine. When connecting a parking structure with another enclosed area, a covered walkway is sometimes expected and helps to create a seamless experience. Likewise, in some applications, a climate controlled walkway may be desired, such as in extreme hot or cold climates. Activity: In general, the more activity that exists in an area or linkage, the more attractive it will be for all of the users, and the better its perception. Policy and Zoning Requirements Unless the Township is ready to dedicate funding to securing and building new public parking areas in Bryn Mawr, it may be beneficial for the Township to consider requiring all new construction and expansion projects to meet their own parking needs on site or within close proximity (i.e. 500 ). While there is still an overall surplus of parking in Bryn Mawr, the linear nature of the district means that the available parking spaces may be located on the opposite end of the downtown. Without such requirements, businesses may begin to lose customers due to insufficient parking close to the business which may lead to vacant downtown storefronts, neither of which are good for the overall community. Promoting the Parking System A common problem of downtown parking systems is that there is little effort expended to communicate and promote the mission, assets and functions of the parking system. In an effort to support and promote Bryn Mawr economic development, the town should undertake a program to consistently inform its residents, merchants, employees, shoppers, student population, and the general public regarding the way the parking system operates. In addition, the program should also address the need for consistent enforcement, the value of on- and off-street parking and the plans for additional parking. The objective in promoting a parking system is to transform what can often be perceived as negative image into a positive one. In general, there are two recommended methods to promote the parking system. Parking Program Information Campaign The informational campaign should be directed to downtown property owners, merchants, employees, shoppers, and students and may include the following components: 1. The Town s mission regarding promoting economic development, the free flow of traffic, and promoting Bryn Mawr as a great place to live, work, dine and shop. 2. Information about Downtown Bryn Mawr s shops, restaurants, and entertainment venues, as well as information for Villanova and Bryn Mawr College students, faculty, and staff. 22