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

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20 or his/her designee” (California Air Resources Board 1998). Multifamily residential buildings are required to provide two bicycle spaces per dwell- ing unit. The city has an extensive network of bike routes and other bicycle infrastructure. Table 4 offers a small sample of bicycle parking requirements from com- munities in different regions of the country. Many of the ordinances include design and location standards for re- quired bicycle parking that dictate, for example, bicycle rack styles, a mini- mum distance from building walls, and visibility and accessibility of the parking. Transit Allowances Offering off-street parking reductions based on proximity to public trans- portation is an increasingly popular approach. These reductions may serve to encourage transit ridership and, more generally, development in corri- dors or nodes that are well served by bus or rail. (Reduced parking re- quirements related to superior transit access are inherent in some of the other code provisions discussed in this chapter, such as reduced parking requirements in downtown areas.) Minneapolis allows a 10 percent parking reduction for multifamily resi- dential dwellings “if the proposed use is located within 300 feet of a transit stop with midday service headways of 30 minutes or less in each direc- tion.” For all other uses, “the minimum parking requirement may be re- duced 10 percent if the use provides an adequate sheltered transit stop within the development, as determined by the city engineer.” Transit stops are one of the off-street parking reduction alternatives al- lowed in the Pittsburgh zoning code: Transit Stops The Zoning Board of Adjustment shall be authorized, in accordance with the Special Exception provisions of Sec. 922.07, to permit the incorpora- tion of transit stops as a means of satisfying the otherwise applicable off- street parking standards, provided the following conditions are met: 1. The transit stop shall be designed to be a station or waiting area for transit riders, clearly identified as such, and open to the public at large; 2. The transit stop shall be designed as an integral part of the develop- ment project, with direct access to the station or waiting area from the development site; 3. The transit waiting area or platform shall be designed to accommodate passengers in a covered waiting area, with seating for a minimum of 20 persons, shall include internal lighting, and shall include other features which encourage the use of the facility, such as temperature control within the waiting area or the inclusion of food vendors; 4. The maximum reduction in the number of parking spaces shall be no more than 20 percent of the total required spaces; 5. The Zoning Board of Adjustment shall request a report and recommen- dation from the Planning Director on the planning aspects, and the po- tential impacts of the proposed reduction in parking through the provi- sion of a transit facility; 6. The transit stop shall be maintained by the developer for the life of the development project. Communities with Transportation Demand Management (TDM) ordi- nances often incorporate transit access in the ordinance as a way to justify parking reductions and/or limit a development’s impact on the city and 137