OFF-STREET PARKING REFORM IN MINNEAPOLIS AND ST. PAUL

Transcription

1 OFF-STREET PARKING REFORM IN MINNEAPOLIS AND ST. PAUL MINNESOTA APA October 1, 2014

2 Minneapolis Zoning Codes 1924 City s first zoning code 1963 City s second zoning code, which included the city s first minimum off-street parking requirements 1999 Adoption of current zoning code 2009 Major revisions to off-street parking standards

3 Off-Street Parking Regulations Some flexibility added in 1999, but most minimum parking requirements from the 1963 ordinance remained in effect. The City had been well-served by relatively low minimum parking requirements for most small-scale uses. Most retail and office uses (outside of downtown) were subject to the following standard: 1 space per 300 square feet of floor area in excess of 4,000 square feet, but not less than 4 spaces

4 Restaurants and Coffee Shops Restaurants and coffee shops had a relatively high off-street parking requirement: Parking equal to 30 percent of the capacity of persons* Capacity = 1 person per 15 square feet of public area

5 Off-Street Parking Policy Framework Determining parking standards involves policy choices, not just technical decisions. The Minneapolis Plan for Sustainable Growth. Adopted 2009 Policy 2.8: Balance the demand for parking with objectives for improving the environment for transit, walking and bicycling, while supporting the city s business community.

6 The Minneapolis Plan for Sustainable Growth The City is committed to a policy direction designed to reduce car use, and thereby moderate both vehicle traffic and demand for parking. This includes land use policies and parking strategies that encourage increased use of transit, walking, biking, and carpooling. To address parking and mobility issues comprehensively, these strategies need to address the supply, management, and demand for parking spaces Consider eliminating minimum parking requirements for certain small-scale uses as well as parking requirements in areas served by off-street parking facilities that are available to the general public Promote transit, walking, and biking as safe and comfortable transportation alternatives through reduced parking requirements, encouragement of employee transit incentive programs, and improved facilities.

7 2009 Off-Street Parking Revisions Established a cross-department staff team that included members of: Planning, including Development Services/Zoning Community Planning Heritage Preservation Business Development Public Works Business Licensing Development Review Customer Service Center

8 Public Engagement & Adoption Process & Timeline Web site created (8/08) Downtown-focused open house (9/18/08-City Hall) Business association focus group (10/1/08-Northeast Minneapolis) Neighborhood-focused open house (10/16/08- South Minneapolis) City Planning Commission public hearing (11/17/08) City Council s Zoning & Planning Committee (12/18/08) City Council Adoption (1/9/09) Mayoral signature and publication (1/17/09)

9 Main Messages Align regulations with policies Reduce the number of variances Eases regulatory burden on Mpls businesses Allows City staff to focus on more productive things Excessive parking Prevents a balanced transportation system Is a stormwater management problem Contributes to urban heat island Conflicts with objectives for promoting urban character and mixed use development

10 Code Revisions The minimum parking requirement for most retail and office uses (outside of downtown) was reduced as follows: 1 space per square feet of floor area in excess of 4,000 square feet, but not less than 4 spaces

11 Comparing Previous and New Standards Office & Retail Uses

12 Comparing Previous and New Standards Restaurants & Coffee Shops

13 Parking Maximums Previously applicable only in Pedestrian Oriented Overlay Districts. New maximums apply citywide, with more restrictive maximums in PO Overlay Districts and downtown.

14 Bicycle Parking Most uses are now subject to a bicycle parking requirement. For example: Retail uses: 3 bicycle spaces or 1 space per 5,000 sq. ft. of gross floor area, whichever is greater Location standards for shortterm vs. long-term bicycle parking. Incentives are in place to exceed minimum bike parking standards Separate standards for downtown. Shower/locker requirement for very largescale downtown commercial uses

15 Parking Reduction Incentives Shared parking Transit incentives reduced parking for proximity to high frequency transit and integration of transit shelters into new development Valet Parking Historic landmarks reduced parking requirement Reduced minimums in Pedestrian Oriented Overlay Districts/LRT station areas

16 Downtown Zoning Districts Eliminated all minimum off-street parking requirements for any use located in downtown districts: B4, B4S, B4C, B4N

17 Downtown Parking Maximums Maximum parking standards for selected nonresidential uses: Maximum parking standards for downtown residential uses: 1.5, 1.6, or 1.7 per dwelling unit, depending on the zoning district

18 Downtown Parking Overlay District DP Overlay District has been in place since 1999: Boundaries = the entire area within the downtown freeway ring, the river, and Plymouth Ave. Previous purpose ( of the zoning code): The DP Downtown Parking Overlay District is established to preserve significant and useful buildings and to protect the unique character of the downtown area and the mixed-use downtown neighborhoods by restricting the establishment or expansion of surface parking lots. - Expanded purpose allows for substantially reduced parking requirements outside the downtown core.

19 Additional Revisions Since 2009 University Area Overlay District Adopted Aug Currently being amended. The UA University Area Overlay District is established to ensure high quality residential development through site design and off-street parking regulations that acknowledge the unique demands placed on land uses near a major center of educational employment and enrollment. Nicollet Ave Pedestrian Oriented Overlay District ( Eat Street area: 14 th St. to Midtown Greenway) Principal parking prohibited in the Nicollet Franklin area. Nonresidential not required to provide accessory off-street parking. Parking lots limited to not more than 40 feet of street frontage.

20 Parking Variances Variances from minimum parking requirements: City Planning Commission (Five years prior to revisions ) Granted 107 of 118 requests, a 91% approval rate (Five years following revisions ) Granted 57 of 60 requests, a 95% approval rate The number of variance requests considered by the CPC has been reduced by half Board of Adjustment (Five years prior to revisions ) Granted 59 of 62 requests, a 95% approval rate (Five years following revisions ) Granted 14 of 16 requests, an 88% approval rate The number of variance requests considered by the BoA has been reduced by nearly 75%

21 Minneapolis Development Total valuation of building permits in Minneapolis, 2004 through Aug. 14, 2014: 2004: $944.7 million 2005: $855.2 million 2006: $839.6 million 2007: $761.3 million 2008: $772.5 million 2009: $778 million 2010: $547.6 million 2011: $752.8 million 2012: $1.118 billion 2013: $1.211 billion 2014: $1.211 billion (Thru August 14, 2014)

22 Graphingparking.com

23 Comparing Cities Atlantic Cities (now known as CityLab), Aug. 23, 2013 Minimum parking requirements vary greatly from city to city. Some cities are better at consistently requiring little parking (i.e. Seattle and Minneapolis), others consistently require more (i.e. San Jose and Columbus).

24 Additional Options Nice Ride MN Expanded car sharing options

25 New Development Utilizing Existing Parking

26 New Development Utilizing Existing Parking

27 Residential Parking Demand 222 Hennepin 287units 347 residential parking spaces (1.2 per unit) Velo 106 units 116 residential parking spaces (1.1 per unit)

28 Lessons Learned Ensure that the policy framework is in place Engage other City departments Engage wide range of stakeholders Encourage those who support adopted policies to show up and speak at public hearing Balance the desire to be bold with whatever the political reality might be in your community Don t underestimate the value of incremental change Research best practices Emphasize range of issues rather than relying on one (e.g., adopted policies, transportation, environmental sustainability, community character, economic development)

29 What s Next? Anticipating additional revisions in 2015 Reconsider one-space-per-unit parking standards for residential uses Make more meaningful connection between parking standards and quality of transit service Bike facilities (lockers/showers)??????????????????????????????????????????????

30 Jason Wittenberg Manager Land Use, Design and Preservation City of Minneapolis