Loading...
HomeMy WebLinkAboutDTS-05-160 - Feasiblity Study - Development of Short & Long Term Parking Solutions For Downtown Kitchener ) ~ Development & Technical Services ~ Report To: Date of Meeting: Submitted By: Prepared By: Ward(s) Involved: Date of Report: Report No.: Subject: Chair Weylie and Members of the Development and Technical Services Committee September 26, 2005 John McBride John McBride Ward 1 - Bridgeport Centre Ward 6 - West Victoria Park September 21,2005 DTS 05-160 FEASIBLlTY STUDY FOR THE DEVELOPMENT OF SHORT AND LONG TERM PARKING SOLUTIONS FOR DOWNTOWN KITCHENER RECOMMENDATIONS: "That Council receive the Feasibility Study for the Development of Short and Long Term Parking Solutions for Downtown Kitchener, and further; That Site 1 bound by Charles St W, Water St S, Francis St S and Halls Lane be approved in principle for the immediate development of approximately a 380 space above ground parking structure, and further; That Site 4 on the Centre Block bound by King St W, Duke St W, Ontario St N and Young St be approved in principle for the development of approximately a 380 space below ground parking structure, in addition to the parking requirement of the proposed library and any other uses developed for the site, and further; That business cases, as may be required, for both structures be developed and presented to Council, and further; That funding for the two structures be referred to the 2006 Capital Budget process for consideration as follows: a) Site 1 $500,000 in 2006 and $10,140,000 in 2007 b) Site 4 $5,000,000 in 2007 and $10,200,000 in 2008, and further; That partnership opportunities be pursued for the joint development of parking on both sites with interested parties, and further; That Transportation Demand Management (TDM) initiatives be developed for the Downtown in an attempt to reduced the long term demand for parking, and further; That staff be directed to review the Zoning Bylaw with respect to the parking rates required for the development of new commercial and retail floor space in the Downtown." BACKGROUND: The Downtown Kitchener Parking Garage Feasibility Study was completed in May 2001 and recommended the construction of a 525 space above ground parking structure at the intersection of Charles and Benton Sts on the site of a City owned surface parking lot. The recommendation was based on the existing and future demand for parking at the time in relation to the supply. While the City intended to construct this garage and completed designs and went to tender, the cost of construction was considerably greater than what was expected or budgeted and the project was put on hold. Since that time, there have been considerable changes in the demand and supply of parking in the Downtown as well as the strategic direction in which the Core will evolve, including: · The construction of Your Kitchener Market and a 321 space parking structure · The commitment to relocate Wilfrid Laurier University Faculty of Social Work to the former St. Jeromes building · The commitment to locate the University of Waterloo's School of Pharmacy to the former Epton site · The Downtown Community Resource Centre · The Waterloo Region Catholic School Board Administration Centre · The potential development of the Main Library on the Centre Block · The Region's LRT or RBT · The Region's introduction of express bus service · The Region's TDM initiatives · Intensification of the core based on the Region's Growth Strategy · The effect of Kitchener's Downtown Financing Initiatives towards the promotion of increasing residential units · The City of Kitchener's Downtown Strategic Plan These and other developments have potentially shifted the supply, demand and strategic direction for parking in relation to what was anticipated four years ago. As a result, an update of the 2001 Study has been completed to reflect these changes and confirm the demand for parking and the most suitable method and location to satisfy this demand. REPORT: Study Process To assist in the completion of this study, the firm of Marshall Macklin Monaghan Ltd were selected to: · Identify the existing and potential short and long term parking demand throughout the core in relation to the parking supply. · Consult with major realtors, property owners, leasing agents etc. to identify their parking needs with respect to the existing supply and their ability to lease vacant space. · Determine the highest parking demand area and recommend the most appropriate method of addressing that demand. Consideration should be given to: · Alternative means of satisfying the parking demand without building a garage while still meeting the growing parking needs and encouraging growth in the core. · The development of a parking garage including the number of spaces and the selection of the site. · Alternative means of building a new garage or expanding existing facilities on either City or private land to meet the parking demand through public/private partnerships. · Identify the timing of the proposed alternatives in order to satisfy the demand for parking. · Identify the cost of the proposed alternatives in 2004 dollars to satisfy the demand. · Discuss how to balance meeting the current parking demand (both short and long term) for current uses under today's environment that is still supportive of TDM measures as well as the proposed LRT concept. Identify what regulations or scenarios we should be working toward (i.e- reduced parking requirements to "force" transit ridership/cycling/walking). A project steering committee was established to provide direction and was comprised of Silvia Wright, Cory Blum, Hans Gross, Tony Konstantinidis, Marty Schreiter and John McBride. Study Results The consultant's study has resulted in the following conclusions, as excerpted from their Executive Summary. Existing Parking Needs "A comprehensive parking utilization survey was undertaken on a typical winter day in February, 2005 in Downtown Kitchener, supplemented with parking data provided by the City for municipal parking facilities. Although the overall peak utilization was found to be only 66 percent, the off- street parking facilities on Blocks 5 (Duke Street at Young Street), Block 16 (City Hall), 28 (Charles Street at Frederick Street) and 34 (Kitchener Bus Terminal) were found to have parking utilizations of over 85 percent during the overall peak period. In addition, some of the on-street parking spaces along King Street, Young Street, Ontario Street and Charles Street were found to operate at over 85 percent utilization. This means that these parking locations are effectively operating at capacity when ease in locating a parking space and vehicles in circulation are taken into consideration. Relating the peak parking demand to the existing occupied floor area for the Downtown area (excluding residential and other institutional uses, such as churches) equates to 1.74 spaces per 1,000 ft2, or 1.87 spaces per 100 m2 (1 space per 53 m2) on average. This is higher than the Zoning By-law requirements with respect to parking, which specify 1 space per 95 m2 of gross floor area for new retail uses and 1 space per 69 m2 of gross floor area for new office uses. Various stakeholders consulted at the outset of the study perceive a shortage of parking in Downtown Kitchener, especially during the day on a typical weekday when employees are parking in public parking, such that customers have fewer spaces available. Parking is perceived to be the major factor affecting their ability to lease space in the Downtown. Other factors also include lease costs, convenience, security and walking distance. Future Parking Requirements The observed peak parking rate of 1.74 spaces per 1,000 ft2, or 1.87 spaces per 100 m2 (1 space per 53 m2) has been used to project future parking requirements with respect to occupancy of vacant floor area and new developments. The net parking requirement for the occupancy of the vacant commercial space for each block has been estimated by comparing the additional parking demand generated by this additional occupied floor area to the existing private parking surplus for each block. On the other hand, the net parking requirement for future development has been estimated by comparing the additional parking generated by each development on site, to the proposed parking supply on site. These net requirements represent the future parking demands that cannot be accommodated within the private parking supplied on individual sites, and therefore would need to be accommodated by public parking facilities on the same blocks and/or on surrounding blocks. Accordingly, net increases in parking demand have been compared to the parking surpluses in existing public parking facilities (both City owned and privately operated public parking lots/garages) during the peak period. The net parking deficit/surplus was then calculated for each zone. It should be noted that the net parking deficit/surplus has been calculated on a zone basis by aggregating four to five blocks into each zone since a parking deficit in one block could potentially be addressed by parking surpluses on the adjacent block(s). Over the short term, four of the ten zones are expected to experience a parking deficit, ranging from 20 spaces to 290 spaces. Over the longer term, seven of the ten zones are expected to experience parking deficits, ranging from 20 to 700 spaces. Alternative Solutions A number of solutions have been examined to address the existing parking deficiencies, as well as the projected future parking needs. These include: · Transportation Demand Management Initiatives (TDM) Transportation demand management initiatives typically focus on reducing the number of single occupant vehicles (and therefore the demand for parking). The major transit improvement proposed for Downtown Kitchener is a LRT line on the Charles Street/King Street corridor. This is expected to significantly improve the travel time and convenience of using public transit for travel to and from the Downtown area, thus making transit a much more attractive mode of travel. Over the longer term, this is expected to have a notable impact on the modal split of trips destined to/from the Downtown, once the LRT service is in operation. On the other hand, subsidized parking for employees would be counter productive in supporting alternative modes of travel as it reduces the perceived cost of driving to work. Instead of subsidizing parking, employers should consider subsidizing transit passes to help foster transit usage. This can make transit a more attractive alternative. However, this will not negate the need for additional parking in the short term. · Improved Walkability Improving the quality of the walking environment and the overall walking experience can increase the usable parking supply serving a destination (i.e. people willing to walk further to parking). This can encourage walking rather than driving to local destination by those living Downtown. This can also discourage multiple short stay parking in favour of parking in one centralized location and then walking to multiple destinations. · Reurbanization Increasingly Downtown Kitchener is viewed as an attractive place to reside. With more live- work opportunity in Downtown Kitchener over time, this can have an impact on parking demands as those who both live and work Downtown may need parking only at the home location, or no parking whatsoever, since they may choose not to own a vehicle. · Increases in the By-law Requirements The By-law requirements for all new office and retail uses in the Downtown area can potentially be increased to 1 space per 53 m2 (developed based on the observed overall peak parking demand rate in Downtown Kitchener), in order to reduce the public parking shortfall that would need to otherwise be met off site by the City. However, an increase in the minimum parking requirements would not align with the long term goals of reducing auto dependence, and supporting transit and other non-motorized means of travel. · Increases in On-street and Off-street Surface Parking Supply It is generally not possible to provide more on-street parking space since the on-street parking spaces compete with traffic needs (e.g. exclusive right turn lanes). Increasing off- street surface parking supply is also not a viable option in view of land values and the fact that this is not the highest and best use of these lands. · Construction of New Parking Structures The development of parking structures is a more efficient alternative method of providing parking as compared to constructing surface parking lots. One or more new parking structures can address both short and long term additional parking needs in Downtown Kitchener. Evaluation of a New Parking Structure Six sites (seven options) were identified and evaluated as to their suitability in accommodating a new parking structure. They include: · Site 1 (Block 24 - Francis Street at Charles Street) · Site 2 (Block 28 - Benton Street at Charles Street) (Two options) · Site 3 (Block 10 - Weber Street at Scott Street) · Site 4 (Block 17 - Young Street at Duke Street) · Site 5 (Block 19 - north side of King Street, mid-way between Queen Street and Frederick Street) · Site 6 (Block 27 - Charles Street at Ontario Street) Of these, two sites were identified as being preferable over the other candidate sites. The first one is construction of a 3 level above grade parking structure with approximately 380 parking spaces on Block 24 (Francis Street at Charles Street), currently occupied by municipal parking lots. This is needed immediately to address the short term parking deficits on the south side of King Street. The second one is the construction of 2 additional levels of underground parking with approximately 380 parking spaces on Block 17, in addition to the proposed parking required related to development on this block. This would be required when Block 17 is being developed. Recommendations Over the short term, it is recommended that a 380 space parking structure be constructed on Block 24 (Francis Street at Charles Street), in order to address the short term parking deficits on the south side of King Street. In addition, a 380 space underground parking facility is recommended to be constructed on Block 17 in addition to the proposed parking required related to development on this block, when Block 17 is being developed. Meanwhile, it is recommended that the City strongly support and promote TDM initiatives in order to reduce long stay parking demands related to employees. With the proposed LRT route through Downtown Kitchener, transit should become a much more attractive alternative mode of travel. This should be supported through transit pass subsidies, instead of subsidized parking for employees. Over the longer term, the number of live-work opportunities is also expected to increase, thus potentially also contributing to a reduction in the demand for employee parking in Downtown Kitchener." FINANCIAL IMPLICATIONS: Consultation with two architectural/engineering firms that are currently involved in the development of parking structures have both indicated that the costs for an above ground structure designed to a standard similar to what was proposed at Charles and Benton Sts would have an all inclusive cost, excluding land, of approximately $28,000 per space. A below ground structure would be approximately $40,000 per space. These figures will be used in the initial project cost estimates to indicate how the development costs for the construction of both garages will be debentured. Neither of these structures are currently included in the 10 year capital forecast. The Economic Development Investment Fund contains an allowance of $5.5 million in 2005 to address "Downtown parking solutions". COMMUNICATIONS: A draft report summarizing the recommendations of this study has been presented to the Downtown Advisory Committee at which time members of the KDBA Board of Directors and stakeholders in the Downtown including major property owners, leasing agents and realtors were invited. It has also been presented to the Centre Block Steering Committee. CONCLUSIONS: As a result of the study undertaken to address the short and long term parking needs of the Downtown, it is apparent that the City can not continue to provide unlimited parking for all users of who may wish to drive their vehicle, especially for long term or employee parking. The capital cost of constructing parking structures and the inability of our road network to continue to accommodate growth requires a different approach to the provision of parking. The results of this study point to three main conclusions: · Two parking structures, one at Charles and Water Sts and the other on the Centre Block will be required to support the existing uses in the Downtown. · Transportation Demand Management initiatives need to be developed for the Downtown in an attempt to reduced the long term demand for parking · The Zoning Bylaw needs to be reviewed with respect to the parking rates required for the development of new commercial and retail floor space in the Downtown in an effort to provide a reasonable supply of parking. John P. McBride Director Transportation Planning Rob Shamess, P.Eng Director of Engineering