06-16-2025 - Agenda Packet Planning Commission - Planning Commission Packet

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15 fected by commuters who occupy parking spaces from 8:00 a.m. to 5:00 p.m. Constantly adding to the downtown parking supply should not be the sole solution to solving real or perceived downtown parking “problems.” Doing so, in fact, is likely to work against goals aimed at improving air quality, re- ducing traffic (or at least reducing the rate of increase of traffic congestion), and increasing transit use. When parking demand in a downtown area in- creases substantially, there are only a limited number of ways to increase the traffic carrying capacity of downtown streets as well, some of which, such as elimination of on-street parking, are not necessarily desirable. Levinson (1982), as cited by Barr (1997), suggests that a review of down- town parking strategies should begin with consideration of the following points: • What are the community development, environmental, and transporta- tion goals for downtown and the surrounding areas? • What basic policies underline formation of plans and options? • Which range of parking options are meaningful in relation to: existing parking facilities and street systems; downtown development patterns and intensities; origins, destinations and approach routes of parkers; transit service capabilities; and environmental and energy constraints? • How can parking serve as a catalyst for desired development? • Should parking be provided for all who want to drive downtown, or should it be rationed in some specific manner? • What balance should be achieved between parking located on the out- skirts of downtown and parking located along express transit stops in outlying areas? • What are the effects of parking on the location and design of public trans- port routes, stations, and terminals? Although this report focuses on zoning requirements, such requirements are only one piece of the downtown parking puzzle (as the above points suggest). Signage, pricing, location, design, supply, metering of on-street parking, and long-term employee parking versus the availability of short- term parking for retail customers are also issues to be considered. Morrall and Bolger (1996) conducted quantitative research and con- cluded, “The proportion of downtown commuters using public transport is inversely proportional to the ratio of parking stalls per downtown em- ployee.” The size of a downtown, the mix and intensity of land uses, and the availability of transportation alternatives and commercial or public parking facilities combine to form a unique environment that many zon- ing ordinances recognize through particularly low parking requirements and, in some cases, maximum requirements. No minimum off-street parking requirements exist for nonresidential uses in many downtown areas, particularly in large cities (e.g., Portland, Or- egon; Boston; Massachusetts; Columbus, Ohio; San Diego, California). The Parking and Access section of the Portland, Oregon, Central City Plan Dis- trict contains regulations intended to “implement the Central City Trans- portation Management Plan by managing the supply of off-street parking to improve mobility, promote the use of alternative modes, support exist- ing and new economic development, maintain air quality, and enhance the urban form of the Central City.” It includes no minimum parking standards for nonresidential uses in the core area of the downtown. Maximum park- ing requirements for office uses range from 0.7 to 2.0 spaces per 1,000 square feet of new net building area in the core. 132