Model TOD Zoning Ordinance (PDF, 3.7 MB) - Reconnecting America

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June 29, 2001 ■Model Transit-Oriented District Overlay Zoning OrdinanceChart 22.1.2: Shared Parking Reduction25002000Parking Reduction15001000Number of ParkingSpaces UsedOffice DemandRetail Demand500Residential DemandTotal DemandStandard Pkg.Required06AM8AM10AM12PM2PM4PM6PM8PM10PM12AM22.1.3 Parking AgreementsIn addition to shared parking within a single development, two or more private and/or publicentities can enter into an agreement to share parking facilities. Regulating agreements to avoidconflicting peak use times is a key to a successful shared parking arrangement. Agreements canoccur between private businesses or between the transit provider and private businesses. As anexample, the transit station’s park-and-ride facilities will primarily be used during daytime hours.Evening entertainment uses can take advantage of this by allowing patrons to use the lots duringthese times. In addition, parking agreements can aggregate spaces for valet operations, which tendto utilize parking areas more efficiently.Shared or aggregate parking can also minimize the land area required and can reducedevelopment expenses by spreading the costs between owners. Portland, Oregon allows sharedparking under their “Joint Use Parking” regulation. This permits two or more uses to shareparking facilities with the condition that use times differ to avoid demand conflicts.Page 24 ■Chapter V ■ Valley Connections
Model Transit-Oriented District Overlay Zoning Ordinance ■ June 29, 200122.1.4 Aggregate FacilitiesAnother form of “shared parking” is aggregate facilities, which create a more efficient parkingconfiguration. Amongst adjacent and nearby properties there is the opportunity to reduce curbcuts and reduce overall parking requirements by connecting parking lots and sharing parkingbetween uses. Aggregating parking facilities can also minimize their impact on the street byreducing the amount of area through combined driveways and travel lanes, and minimizing thenumber of unused parking spaces at any one time.22.1.5 Parking SubstitutionJurisdictions can also allow for parking reductions when developments offer pedestrian amenitiesin exchange for parking spaces. Both developers and the community can benefit from thisallowance. Developers can reduce their parking costs by offering less costly pedestrianimprovements, while the community can gain these amenities and reduce the presence of cars. InPortland, Oregon, a plaza space can reduce required spaces by 10 percent with the condition thatthe plaza is directly connected to a transit facility Portland allows the substitution of bicycleparking spaces for auto spaces at a 5 to 1 ratio. In allowing the substitution of bicycle facilities forparking, jurisdictions should also require businesses to provide shower facilities for employeeswho choose to commute via bicycle.22.2 Parking ProhibitionsThe prohibition of parking within the immediate area of a transit station can be argued based onthe assumption that the majority of users in the area will be arriving via transit or from within theTOD on foot. Concentrating a mix of uses around transit stations can be a significant factor inencouraging more foot trips, lessening the need for parking facilities for both the station and thecommercial uses surrounding it. If park-and-ride parking is provided it could be located in ashared parking facility some distance from the transit station. This also increases pedestrianactivity close to the transit station as people park at the fringes and walk to the stations or uses inthe area. The following table illustrates the prohibition of parking for some jurisdictions in theNorthwest.Valley Connections ■ Chapter V ■ Page 25
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Model TOD Zoning Ordinance (PDF, 3.7 MB) - Reconnecting America

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