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

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June 29, 2001 ■Model Transit-Oriented District Overlay Zoning OrdinanceTable 22.2: Parking ProhibitionsParking Facility Seattle Portland HillsboroPrincipal UseParkingProhibited w/inentire TODoverlay districtProhibited w/in200 ft. from LRTAlignmentWashingtonCountySurfaceParking LotsParkingStructuresProhibited w/in1300 ft. of LRTStationProhibited w/in400 ft. of LRTStationProhibited w/in1300 ft. of LRTStationProhibited w/in300 ft. of LRTStationAccessoryParking onSurface LotProhibited w/in500 ft. from LRTAlignmentNote: Blank cells indicate that requirements from underlying zoning apply.23. Off-Street Parking Location23.1 Site PlanningIn station areas where densities are low and property values do not warrant the expense of astructured parking facility, surface parking is the most feasible alternative. This has typicallymeant large amounts of land being given over to parking facilities. One way to minimize theirimpact on the pedestrian environment is to configure parking at the rear or side of a lot so that thecontinuity of building walls can be maintained along street frontages. The increased activity andvisual interest associated with continuous building frontage can give the perception of shorterdistances as opposed to crossing expanses of parking and stretches of blank façades. This helps tomake walking a more attractive mode of transportation. At times, parking lots abutting sidewalkswill be required due to lot configurations or limited site area. In such cases, visual exposure tosurface lots should be minimized and landscape buffers consisting of trees, shrubs, groundcover,and structures should provide a sense of separation between the sidewalk and the parking lot (SeeSection 3.3.3.2.11 in Chapter VI. Standards and Guidelines of this document.)The Seattle, Washington Municipal Code contains a number of regulations for surface parking onlots containing more than one street frontage. The code requires that side-lot parking be locatedalong the more minor commercial street containing the lesser commercial frontage. Whencommercial frontage is equal, decisions must take into consideration the character of both streets– which is oriented more towards the pedestrian, which frontage may have more potentialpedestrian/auto conflicts, and the relative traffic capacity of a street as an indicator of its rolewithin the neighborhood’s transportation network.Page 26 ■Chapter V ■ Valley Connections
Model Transit-Oriented District Overlay Zoning Ordinance ■ June 29, 200123.2 Structured ParkingHigher densities, land values, and demand can often justify building structured parking facilitiesin TODs. Structured parking is favored within TODs when economically viable, because theyallow less land to be used for parking. However, jurisdictions should require that other active usesoccupy the ground-floor level fronting onto adjacent streets. As safety is a major considerationfor pedestrians coming off of transit and strolling around the neighborhood, particularly duringthe evening, these uses should provide activity along the street. Restaurants, cafes, and shops canbe allowed to spill activity onto the sidewalk and engage the pedestrian, all the while concealingparking behind and above eye-level. Parking structures can be integrated into the building or asstand-alone facilities.The City of Hillsboro, Oregon allows mixed-use parking structures next to station areas only withthe provision that the ground-floor will contain active uses such as offices and/or commercialuses.24. Location of Vehicle AccessNear a transit station, driveways should be minimized. In any case, parcels closer to the stationshould generally be permitted a reduction in the parking requirement, therefore requiring a lessernumber of driveways.Excessive curb cuts along a street both impede auto, pedestrian, and bicycle traffic flow andcreate conflict points between pedestrians and cars. Driveways also interrupt the continuity ofbuilding walls creating voids where enclosure is important. Therefore, vehicular access within thecore of the district and along main pedestrian and commercial routes should be minimized. Forexample, the City of Portland, Oregon prohibits auto access to parking within 75 feet of a lightrail alignment. Similar considerations to those given in Discussion Point #23-Off-Street ParkingLocation should be given to driveways. Locating driveways along lesser-traveled pedestrianroutes will minimize their impact. Where an alleyway is located, driveways may be fed fromthese entry points.Valley Connections ■ Chapter V ■ Page 27
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Model TOD Zoning Ordinance (PDF, 3.7 MB) - Reconnecting America

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