HomeMy WebLinkAbout2826 (2) 1
RESOLUTION NO 2 8 2 6
2
3 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF AUBURN,
WASHINGTON, ADOPTING AND APPROVING THE AUBURN PARKING STUDY
4 FINAL REPORT
5
6 WHEREAS, downtown parking issues were identified as a
major concern of the City, its business community and its
8
residents ; and
9
10 WHEREAS, the Washington State Commute Trip Reduction Law
11 directs jurisdictions to review their parking ordinances as it
12 relates to employers and make revisions to comply with Commute
13 Trip reduction goals and guidelines; and
14
WHEREAS, the King County Guidelines for Commuter Parking
15
16 Policies provide a framework for local jurisdictions as they
17 review their parking ordinances to comply with the State
18 Commute Trip Reduction Law; and
19
WHEREAS, the City established a Parking Citizens Advisory
20
Committee to address downtown parking issues and the review of
21
22 the City' s parking ordinance; and
23 WHEREAS, the recommendations and conclusions of the
24 Parking Citizens Advisory Committee are contained in the
25
26
Resolution No 2826
February 20, 1997
Page 1
r
1
report entitled "City of Auburn Parking Study - Final Report"
2
and include amendments to chapter 18 52 entitled "Off-Street
3
4 Parking and Loading" ; and
5 WHEREAS, the study and the recommendations established
6 herein are consistent with the Comprehensive Plan and have no
7
adverse environmental effect ; and
8
WHEREAS, the Planning Commission held a Public Hearing on
9
10 the "City of Auburn Parking Study - Final Report" on December
11 3 , 1996 and January 7, 1997 and recommended approval to the
12 City Council on January 7, 1997 ; and
13
WHEREAS, the City Council held a Public Hearing on
14
February 3 , 1997 to consider said recommendations;
15
16 NOW THEREFORE, THE CITY COUNCIL OF THE CITY OF AUBURN,
17 WASHINGTON, IN A REGULAR MEETING DULY ASSEMBLED, HEREWITH
18 RESOLVES AS FOLLOWS
19
Section 1 . The aforementioned Auburn Parking Study-Final
20
Report, attached as Exhibit "A" , is herewith adopted
21
22 Section 2 . It is herewith directed that the Auburn
23 Parking Study-Final Report be filed along with this Resolution
24
25
26
Resolution No 2826
February 20, 1997
Page 2
1
with the Auburn City Clerk and be available for public
2
inspection
3
4 Section 3 . The Mayor is hereby authorized to implement
5 such administrative procedures as may be necessary to carry
6 out the directives of this legislation
7
DATED and SIGNED this 3rd day of March, 1997
8
9
10 CITY OF AUBURN
11
12
13 elic,Aes
CHARLES A BOOTH
14 MAYOR
ATTEST
15
16
Robin Wohlhueter,
18 City Clerk
19
20 APPROVED AS TO FORM
21
22 ' / f w , '
23 Michael J Reynolds,
City Attorney
24
25
26
Resolution No 2826
February 20, 1997
Page 3
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October 19.96
Submitted by
DAVID D EVANS AND ASSOCIATES, IN( .1
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AUBURN PARKING STUDY
ACKNOWLEDGMENTS
City of Auburn
Charles A. Booth, Mayor
Paul Krauss, MCP, Director of Planning & Community Development
Bob Sokol, AICP, Senior Planner
Betty Sanders, ASLA, Associate Planner
Nick Afzali, Transportation Planner
Citizens' Advisory Committee
Trish Borden, Auburn City Council
Don Cheney, Auburn Resident
Pete Lewis, Chamber of Commerce
Darrel Majors, Auburn Downtown Association
Bill Morchin, Downtown Business Owner
Janice Nelson, Auburn Resident
Lynn Norman, Chamber of Commerce
Kern Olsen, Auburn Downtown Association
Fred Poe, Auburn City Council
Mary Stanton, Downtown Business Owner
Bill Taylor, Auburn Planning Commission
Doris Thompson, Auburn Downtown Association
King County Metro
Diana Ehrlich
Eileen Kadesh
Consultant Team
David Evans and Associates, Inc
Berk and Associates, Inc.
December, 1996
TABLE OF CONTENTS
Paue
CHAPTER 1 INTRODUCTION 1
BACKGROUND AND STUDY PURPOSE. 1
LAND USE, URBAN DESIGN AND ECONOMIC IMPACTS OF PARKING 2
PUBLIC INVOLVEMENT 2
CHAPTER 2 EXISTING DOWNTOWN SUPPLY AND DEMAND 5
DATA COLLECTION 5
DATA ANALYSIS 5
Duration 9
Utilization. 11
SHARED PARKING DEMAND .20
SUMMARY OF PARKING CONDITIONS AND NEEDS .24
CHAPTER 3 FUTURE DOWNTOWN PARKING SUPPLY AND DEMAND .27
CHAPTER 4 MAJOR PARKING ISSUES IN DOWNTOWN AUBURN .31
CHAPTER 5 AUBURN DOWNTOWN PARKING PLAN .35
SUMMARY .35
DOWNTOWN STRATEGIES .37
Parking Management Strategies .37
Medical Complex Area .39
East Main Area. 41
IMPLEMENTATION STRATEGIES 42
DOWNTOWN PARKING PLAN (MAP). 42
CHAPTER 6 ORDINANCE REVIEW .51
CHAPTER 7 PARKING FINANCE. .57
FINANCIAL CONSIDERATIONS OF PARKING FACILITIES .57
FUNDING MECHANISMS .60
Local Improvement District (LID) Formation 60
Business Improvement Associations 60
General Obligation Bonds 61
Revenue Bonds 62
Public-Private Partnership Agreements 62
Commercial Parking Tax 62
Fees in Lieu of Parking 63
ECONOMIC CONSIDERATIONS .64
David Evans and Associates,Inc. i Auburn Parking Study
Final Report
10/96
LIST OF TABLES
Pape
Table 1 2015 City of Auburn Land Use Projection .28
Table 2 Parking Space Supply and Demand Summary .28
Table 3a. Recommended Implementation Strategies Short-Term (0-2 Years) 43
Table 3b Recommended Implementation Strategies Medium/Long-Term (2-10 Years) 46
Table 4 Summary of Revisions to the Auburn Parking Code 52
Table 5 Summary of Parking Facility Financing Options 58
Table A-1 Existing and Proposed Parking Requirement Comparison Appendix A
LIST OF FIGURES
Pape
Figure 1 Downtown Auburn Parking Inventory Subareas 6
Figure 2 Downtown Auburn Parking Inventory Analysis Areas 7
Figure 3 Average Parking Duration - Downtown Auburn Subareas 10
Figure 4 Parking Utilization by Subareas - Medical Complex Area 12
Figure 5 Parking Utilization by Analysis Area - Medical Complex Without Garage. 14
Figure 6 Parking Utilization by Subareas - West Main Street. 15
Figure 7 Parking Utilization by Area - West Main Street 16
Figure 8 Parking Utilization by Subareas - East Main without Safeway 18
Figure 9 Parking Utilization by Area - East Main without Safeway 19
Figure 10 Parking Utilization by Subareas - East Downtown. .21
Figure 11 Parking Utilization by Subareas - West Downtown. .22
Figure 12 Parking Utilization by Subareas - South Downtown 23
Figure 13 Current Shared Parking Demand 25
Figure 14 2015 Parking Demand by Land Use. .29
Figure 15 Recommended Parking Plan 49
APPENDICES
APPENDIX A. COMPARISON OF PARKING REQUIREMENTS
APPENDIX B CITY OF AUBURN COMMUTE TRIP REDUCTION ORDINANCE
APPENDIX C KING COUNTY GUIDELINES FOR COMMUTER PARKING POLICIES
APPENDIX D AUBURN PARKING ORDINANCE WITH REVISIONS
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Auburn Parking Study ii David Evans and Associates. Inc
Final Report
10/96
CHAPTER 1
INTRODUCTION
BACKGROUND AND STUDY PURPOSE
This parking study was initiated to review the City's parking ordinance and to design a
parking plan for downtown Auburn to address existing parking problems, future needs, and
incorporate policy direction from the Washington State Commute Trip Reduction (CTR) law,
King County's Guidelines for Commuter Parking Policies, and the Downtown Auburn
Design Master Plan. This study is a comprehensive examination of policies, ordinances, and
programs affecting parking in Auburn. The products and methodologies of this study were
designed to create a parking plan for Auburn that would.
• Promote state mandated and county parking policies (e.g. CTR goals);
• Be based on estimated future demand;
• Support the Downtown Auburn Design Master Plan;
• Be financially feasible;
• Be sensitive to the needs of the business community and
• Support the goals of the City of Auburn Comprehensive Plan.
To accomplish this study the following tasks were conducted.
• A review of the parking ordinance, evaluating needs and potential revisions to the
ordinance,
• Data collection of existing conditions in Downtown including supply, utilization, parking
duration and turnover rates,
• Analysis of current supply and parking demands;
• Forecast future demand for parking; and
• Development of solutions to identified parking problems.
The study team consisted of the City of Auburn, King County Department of Metropolitan
Services (Metro), a Citizen's Advisory Committee (CAC), David Evans and Associates, Inc.,
and Berk & Associates, Inc. The CAC was closely involved throughout the study process.
Metro's role in the project was to monitor and review study efforts as they relate to bringing
the City of Auburn parking plan and ordinance into conformance with the County's parking
policies. The policies recommend that cities and the County adopt policies and plans to
reduce reliance on single-occupant vehicles (SOVs), adjust mimmum parking requirements to
meet existing demand, establish maximum parking ratios, evaluate and revise parking
standards, encourage employers to reduce parking supply where excess exists,
encourage shared parking, include standards for bicycle parking, encourage pedestrian
connections, and review on-street parking supply as a means of accommodating the City s
David Evans and Associates,Inc. 1 Auburn Parking Study
Final Report
10/96
economic development. In summary, the guidelines direct jurisdictions to manage the supply
of parking to reduce the use of the single occupant vehicle.
LAND USE, URBAN DESIGN AND ECONOMIC IMPACTS OF PARKING
The Commute Trip Reduction Law and the King County Guidelines,for Commuter Parking
emphasize the effect that parking has on different types of transportation. Parking's impacts
on a community, however are much more far reaching. The amount of land dedicated to
parking can frequently consume more space than the development it serves Parking,
therefore, is a significant land use that can have major implications for any development in
terms of land use, urban design and cost.
One can clearly see the impacts of parking on land use and urban design when one compares
the appearance of Downtown Auburn to newer development along Auburn Way North On
Auburn Way North, development is oriented towards customers who are arriving by car
Buildings are typically set back from the street behind a large parking area. Customers
heading to other businesses, frequently return to their car, drive to another parking lot and
then enter their second business. Pedestrians or transit riders who approach from the street
must walk through the parking lot to enter the business Downtown Auburn, particularly
Main Street, developed prior to the automobile Buildings were constructed on the street,
easing access by pedestrians. Customers heading to another business typically walk to their
next destination. Parking in downtown is clustered into larger public lots.
As described above, parking requires the dedication of a significant commitment of land,
which translates into a tremendous dollar commitment on the parts of both developers or a
jurisdiction. Parking in a surface lot can cost upward of$5000 to $10,000 per space with the
cost of structured parking even higher Due to these high costs, the provision of parking can
financially make or break a project Conversely, a lack of adequate parking can make it
difficult for a sufficient number of potential customers to access a business. This study will
attempt to balance these sometime conflicting impacts on a community and develop an
approach which meets the overall goals of the City as outlined in the Downtown Design
Master Plain and the City ofAuburn Comprehensive Plan
PUBLIC INVOLVEMENT
The Auburn Parking Study was managed by the City of Auburn Department of Planning and
Community Development. A Citizen's Advisory Committee (CAC) was established to
provide direction to the study consultant and the Department of Planning and Community
Development. In particular, the CAC identified parking issues of critical concern to the
downtown business community The CAC included representatives from retail business,
service sector business, medical services, the Planning Commission, the City Council, the
Chamber of Commerce and the Auburn Downtown Association (ADA). CAC meetings were
held throughout the study
Auburn Packing Study 2 David Evans and Associates,Ine.
Final Report
10/96
Parking problems have been a concern of Downtown business owners and the City for a
number of years. Several studies have been completed which have helped to identify the
problem and suggest and implement solutions. In June of 1985, the Central Business District
Parking Acquisition Plan was completed by the City This plan formed the basis for the local
improvement district, which resulted in the construction of several public parking lots In
February 1992, the Auburn Downtown Association completed a parking study which
analyzed parking space occupancy and turnover rates. The ADA Parking Committee was
active in 1993 and 1994 in identifying parking problem areas. One result of this committee's
work was the allocation of money by the City Council to conduct this study to revise the
overall city parking ordinance, thoroughly analyze downtown parking conditions, and
recommend both short-and long-term solutions to identified problems.
David Evans and Associates,Inc 3 Auburn Parking Study
Final Report
10/96
CHAPTER 2
EXISTING DOWNTOWN PARKING SUPPLY AND DEMAND
DATA COLLECTION
An inventory of the existing parking conditions was conducted within the downtown
boundaries as defined in the Auburn Comprehensive Plan. To facilitate data collection and
interpretation, the downtown was divided into 20 parking subareas typically named for a
business within the subarea. The parking inventory subareas are presented in Figure 1
These subareas cover both off-street and on-street parking that form contiguous and logical
parking units.
Data for 4,507 parking spaces was gathered over six weeks between the end of June and the
end of July, 1995, by the City of Auburn. The data was collected between 7 00 A.M. and
6.00 P.M. on Tuesdays, Wednesdays and Thursdays. Data was not gathered the week of
July 4th. Data gatherers recorded license plate numbers in 15 or 30 minute increments by
parking stall numbers. Data was analyzed for parking usage, turnover and duration. The data
was formatted by space number, time of day and license plate number
The data presented in this report represents what is believed to be an average parking day in
Downtown Auburn and is consistent with data that has been collected at other times of the
year Analysis of retail sales taxes in Auburn indicate that the summer months generate a
moderate amount of business activity relative to other months. The Institute of
Transportation Engineers (ITE) Parking Generation Manual, and other data sources show
that summer months typically generate higher parking demand, with the holiday shopping
season being somewhat higher Additional data was collected for select subareas during the
week of December 15 1995 during the holiday shopping season, which is recognized as the
busiest time of year
DATA ANALYSIS
A macro level analysis was conducted by aggregating the parking subareas into six analysis
areas. Figure 2 shows the parking areas. Areas focus on sections of downtown with similar
land uses, parking characteristics, physical and psychological boundaries. They are
• Medical Complex - This is generally Downtown Auburn north of First Street NW and
west of Auburn Way This area serves.a variety of medical related uses, including the
Auburn Regional Medical Center This area has been cited as a parking problem area due
to long-term on-street parking by workers in offices, medical complexes, and the post
office
David Evans and Assouates,Inc. 5 Auburn Parking Study
Final Report
10/96
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• West Main Street - This is the area along West Main Street between the Burlington
Northern Santa Fe Railroad tracks and Auburn Avenue/A Street SE. This area is
primarily retail and the City Hall complex It is a highly pedestrian friendly area with a
community focus.
• East Main Street - This area is Main Street between Auburn Avenue/A Street SE and
Auburn Way This is the counterpart to West Main Street. A Street SE forms a logical
barrier between these two areas. Like West Main Street, East Main Street is a very
pedestrian friendly environment made up of higher density retail establishments.
• East Downtown - This is primarily downtown Auburn east of Auburn Way This area is a
mix of residential and commercial establishments. Auburn Way is a busy thoroughfare
that provides both a functional and psychological barrier for convenient parking. Parking
characteristics are relatively homogeneous in the north and south ends of this Areas.
• South Downtown - This area is south of the Main Street area. This area is separated from
Downtown Auburn primarily by the psychological barriers around Safeway and 2nd
Street SW The built up environment is primarily auto-oriented with large building
setbacks and large parking lots
• West Downtown - This area is downtown to the west of the Burlington Northern Railroad
Santa Fe Railroad tracks. These tracks provide both a physical and a psychological
barrier to parking. This area is a mix of commercial, light industrial and residential uses
The data was analyzed to determine:
• Parking Supply - The number of on-street and off-street parking available in each
subarea The parking supply of downtown Auburn is the total of the parking spaces
currently available.
• Effective Capacity - Eight-five percent of supply is defined as the effective capacity by
The Urban Land Institute (ULI), The Dimensions of Parking, 3rd Edition, This
accounts for fluctuations in data collected on a typical day and driver frustration looking
for available parking spaces in the last 15 percent of vacancies. Metro also uses 85
percent of supply as effective capacity Eight-five (85) percent will be applied in this
study
• Average Duration - The average length of time a car is parked anywhere within a given
subarea.
Auburn Parking Study 8 David Evans and Associates.Inc.
Final Report
10/96
• Utilization - A measure of the usage of the available parking at a given time The
instances a car was parked in a space for each interval are summed and divided by the
total supply Utilization of 85% of the parking supply is considered "full." (See effective
capacity)
• Maxinutm Usage - Thts is an area-wide measure that yields the peak parking utilization
for an entire district. It is measured at the time interval at which the highest number of
spaces are used within the entire analysis area
Initially, the analysis included all parking spaces within the study area. Later, after initial
presentation of analysis results to the Citizens Advisory Committee (CAC), it was decided to
conduct the same analysis excluding "single-use" private lots, due to the perception that many
of these lots are underutilized, but not available to the general public Examples of such lots
include the Seafirst Bank lot and behicle Licensing lots in the License Bureau subarea. The
expectation was that including these lots over-represented the capacity for parking.
However, because many of these lots actually have high utilization, removing them from the
analysis also lowered some utilization rates. There were not significant shifts in utilization or
duration with the removal of single-use private lots.
The CAC also requested that the analysis period be changed to 9.00 a.m to 4.00 p.m. to
better reflect a typical business day, instead of 7'00 a.m. to 6.00 p m , which includes the
entire time period for which data was collected While this didn't change the utilization
figures, it had the affect of reducing average duration values and the number of vehicles
parking over five hours because many of the cars parked for longer duration arrive before
9.00 a.m. It was therefore decided to leave the analysis period as 7 00 a m to 6.00 p m. The
resulting analysis, excluding single-use private lots is presented below
Duration
Parking duration was determined by counting the instances of a license plate number in a
parking space anywhere within a subarea, rather than a particular space This accounts for
individuals who "shuffle" cars to avoid parking time limits License plate data was primarily
gathered by recording the first three digits or letters of a plate. Some redundancies were
encountered which would have caused an over-inflation of parking duration estimated, but
searches for redundant numbers showed these were statistically insignificant A detailed
analysis of current parking behavior on a space-by-space basis was conducted by tabulating
the number of vehicles parking over five hours Figure 3 shows the average parking duration
for the 20 subareas. The results are also presented at the bottom of Figures 4 through 12
David Evans and Associates,Inc 9 Auburn Parking Study
Final Report
10/96
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The data show that on the average, the parking spaces for areas in downtown Auburn, have
parking durations of less than four hours. The three important retail lots, Penney's, Rottle's
and Safeway, all have average durations of about an hour to an hour-and-a-half. The A St.
Auto subarea and the F-Street subarea have average parking durations of five hours or more.
The F-Street subarea is primarily used by residents. Aero-Space Lodge and Valley Medical
subareas have average durations over four hours.
The A St. Auto subarea has over half of the spaces used by vehicles parking for more than
five hours. Valley Women's Medical Center, F-Street, Kencade Construction, and Aero-
Space Lodge subareas have over 40 percent parking for more than five hours. In these
districts, the lack of parking space turnover can make access to these areas difficult for short
duration parkers, particularly in those areas with high utilization such as Valley Women's
Medical Center
The data indicates that, for Downtown as a whole, the duration of parking is not impacting
the parking supply However, in high turnover lots such as Rottle's, Safeway, Penney's, one
or two cars parked for a long duration can have a significant impact. In particular, employee
parking would have a significant impact on parking duration. For example, one car parked
for six hours takes up the same space as six cars parked for one hour each. Those six cars
are potential customers who must park elsewhere.
Utilization
Medical Complex
The Medical Complex analysis area is made up of the subareas called Valley Women's
Medical Center Hospital Garage, Doe's Inn, Hospital, and First Interstate. This 253 space
subarea serves patients and staff from area clinics, staff from the post office and area
residents. The Hospital Garage, although included as a subarea for data collection, was
subsequently removed from the analysis. Private lots, such as the funeral home parking lot,
have also been removed. The Post Office is located just north of the study area boundary,
but impacts the Valley Women's Medical Center, Hospital Garage, and Hospital subareas
because the post office does not provide employee parking. The post office is federally
exempt from local parking regulations.
Figure 4 shows the utilization and number of spaces for each subarea, as well as the percent
of vehicles parking over five hours. Eighty-five (85) percent of the parking space supply is
defined as the effective capacity The Valley Women's Medical Center subarea is operating at
capacity with an 85 percent utilization rate and 41 percent of the spaces used for over five
hours The remaining subareas are close to 70 percent utilized at their peak times of day
(around 1000 a.m. and 3.00 p.m.)
David Evans and Associates,Inc. I 1 Auburn Parking Study
Ptnat Report
10/96
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Figure 5 shows the aggregate parking utilization for the analysis area without the garage.
This distinction is made to analyze the potential parking utilization of the medical complex
area after the new medical offices open The garage will be dedicated to serving only the
medical offices and may be fully utilized by this use. The utilization curves are cumulative
and represent the aggregate utilization for the area. The entire area has a supply of 757
spaces. The utilization rate for the entire area, without the garage and private parking lots, is
approximately 77 percent. The average parking duration of the Valley Women's Medical
Center subarea is 5 76 hours, indicating that much of this parking is employee or resident
parking. Average duration in the Hospital subarea is 4 6 hours.
The amount of long-term parking in parts of the medical complex hinders patient and other
short-term users. From 18 to 41 percent of the spaces are used by long-term parking (over
five hours) depending on the specific sub-area. Long-term parking contributes to the
problem of patients not able to park near their doctors' offices. Parking management
strategies, where parking duration limits are placed on specific spaces, could alleviate many
of these problems. However, some arrangements for providing long-term parking must be
made to prevent spillover into adjacent residential districts as full usage of the medical office
building will more than fill the empty spaces in the parking garage. This will exacerbate
parking problems in the area.
West Main Street
The West Main Street analysis area includes the City Hall and Shamrock subareas. Figure 6
shows the utilization and number of spaces for each subarea, as well as the percent of
vehicles parking over five hours. This shows parking in the City Hall subarea to be operating
closest to capacity with a peak utilization (maximum usage) of close to 80 percent Peak
utilization near City Hall is within ten (10) percent of capacity City employees are also using
public lots and police vehicles are using city employee lots and on-street spaces. Peak
utilization for the Shamrock subarea is almost 60 percent.
Figure 7 shows the aggregate parking utilization for the area The utilization curves are
cumulative and represent the aggregate utilization for the area. The entire area has 333
spaces. The maximum utilization for the area is 65 percent. The average parking duration is
2.7 hours. The moderate utilization and parking duration indicates that this subarea is serving
an appropriate balance of parking needs.
David Evans and Associates,Inc. 13 Auburn Parking Study
Final Report
1(1/96
Figure 5
Parking Utilization by District
Medical Complex without Garage
-
• 757 Spaces 700
• Maximum Usage. 580 600
Spaces (77%) 500 —• e
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Average Parking Duration
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East Main Street
The East Main Street analysis area is made up of the Rottle's, and Penney's subareas, with
the on-street portion of East Main from the First Interstate subarea Figure 8 shows the
utilization and number of spaces for each subarea, as well as the percent of vehicles parking
over five hours. The Safeway lot was not Included because the Safeway lot is a private lot
that Safeway has allowed for use by some area employees. This special arrangement relieves
the other two lots of several vehicles During the study, about 55 cars were parked in the
Safeway lot for more than five hours. It is unknown how many of these were Safeway
employees and how many belonged to other businesses.
Parking in the Penney's subarea is operating closest to capacity with a peak of about
83 percent. Since J C Penney's closed its Auburn store in January 1996 (six months after
completion of the parking survey), there is a noticeable reduction in parking usage in this
subarea. However, any new use of the building will return parking demand to the same or
higher levels. RottIe's is at approximately 80 percent, and Main On-Street is at about 70
percent utilization.
Figure 9 shows the cumulative parking utilization for the area, excluding the Safeway parking
lot. The area has 297 spaces with a maximum utilization of 75 percent. This data indicates
that the existing parking supply is adequate to meet the demand for parking, however,
utilization is within five (5) percent of the effective capacity for much of the time period
between 1000 a m. and 4 00 p.m. A future Increase in demand, or a period of higher
business activity would increase the utilization to near or above capacity as well as shift
parking to adjacent subareas. Average parking duration for the area is one to one-and-a-half
hours, indicating high-parking turnover
A special data collection effort was made for the Penney's subarea on Wednesday,
December 20, 1995, and for the Rottle's subarea on Thursday, December 21, 1995, to
estimate the affects of winter holiday activity in the East Main area. The Penney's subarea
was over effective capacity (above 85 percent) from 1000 a.m to 2.30 p.m. (extent of data
collection). An 11 .00 a.m to 12 00 p.m. sample on Saturday, December 23, 1995 found the
Penney's parking at 103 percent utilization. In other words, the lot was completely full with
several cars in unmarked spaces.
Data was collected for the Rottle's subarea at 10'00 a m., and from 12 00 to 1.30 p.m. on
Thursday, December 21, 1995 At 1000 a.m. the subarea was at 76 percent utilization, and
from 12:00 to 1.30 p.m. the lot was over-capacity Data was also collected on Saturday,
December 23, 1995 from 9.00 a.m. to 1200 p.m The lot usage of lot was exceeding supply
(utilization was over 100 percent 1 by 10.30 a.m. through 12:00 p m. At 11.30 a.m. and
12:00 p.m., the lot was at 102 percent and 104 percent utilization, respectively
David Evans and Associates,Inc 17 Auburn Parking Study
Final Report
10/96
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East, West, and South Downtown
Parking characteristics for the East, West and South Downtown analysis areas and the
subareas that made them up were similar in utilization, turnover and duration. These analysis
areas include the following subareas:
East Downtown 'Vest Downtown South Downtown
• License Bureau • Kencade Construction • A-Space Lodge
• R&K Photo • Sunbreak Cafe • A St Auto
• Burger King • Mazatlan
• F-Street
• Flapper Alley
Figures 10, 11, and 12 show the utilization and number of spaces for each subarea, as well as
the maximum mean usage for the analysis area There are 813 spaces in East Downtown, 369
in West Downtown, and 653 in south Downtown, for a total of 1,835 parking spaces in these
three areas; 1,291 of these spaces are within three blocks of the Main Street area. The
figures show that all of the parking subareas in these analysis areas are under 60 percent
utilization at any time during a normal day, except the A St. Auto subarea which reaches 80
percent. The low utilization of the existing supply in these subareas indicate that these areas
may be able to serve as overflow from other areas.
SHARED PARKING DEMAND
An analysis was conducted to compare actual parking demand (based upon the survey) for
the entire downtown area with the demand estimated from Institute of Transportation
Engineers (ITE) parking generation guidelines. ITE parking generation rates are available for
the peak hour of parking generation for a variety of land uses. The peak hour varies for
different land uses, therefore, summing parking requirements for each land use during the
peak hour will over-estimate parking demand. A procedure for shared parking analysis was
conducted for this study based on Shared Parking, Urban Land Institute (ULI), 1990 This
procedure estimates the parking demand on an hourly basis, and then determines the peak
hour demand for all land uses in an area
The shared parking analysis was applied to land uses in the downtown study area using land
use quantities in gross square feet (gsf) by business type. The land use data is from the
Business Improvement Association (BIA), adjusted to reflect the slightly different boundaries
used for the parking study A high and a low estimate was prepared because land uses under
1,000 gsf were listed as "<1,000" The high estimate assigns all values less than 1,000 feet to
be 999 gsf, and the low estimate assigns values for each land use at 500 gsf. According to
the shared parking analysis methodology total demand for parking using the high estimate is
2,800 spaces. The low estimate is 2,450 The high estimate will be used as a conservative
value because of the small difference between the two
Auburn Parking Study 20 David Evans and Associates,he
Final Report
10/96
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The resulting shared parking analysis is shown in Figure 13 Peak utilization (maximum
usage) calculated from data collected for this study shows the peak demand to be 2,600 The
effective capacity is 3,831 (eighty-five percent of 4,507). The actual aggregate parking
utilization for the downtown study is about 68 percent (including all spaces). Since the
shared parking analysis estimates 2,800 spaces and the actual data collected is 2,600 spaces,
the ULI shared parking analysis should provide a good basis for forecasting future demand.
SUMMARY OF PARKING CONDITIONS AND NEEDS
Downtown Auburn is an approximately six square block area which can be divided into three
use categories: the downtown retail areas, residential areas, and the medical complex. The
core downtown area is very pedestrian friendly, with wide sidewalks, on-street parking, and
nearby off-street parking. There are residential areas close to the retail area The medical
complex is in a partially residential setting served by on-street parking, and small off-street
lots.
Currently, the overall parking supply in downtown Auburn meets parking demand, although
there are some supply problems in the Medical Complex and East Main areas. Overall the
areas are operating from 38 percent utilization to 77 percent utilization during peak periods
(Eighty-five percent is effective capacity ) The average parking duration ranged from
approximately one to five hours for the subareas. The percent of long-term parking (over
five hours) ranged from seven (7) to 50 percent for the subareas
Long-term parking uses almost half of the parking spaces in the subareas of Valley Women's
Medical Center, F-Street, Kencade Construction, A-Space Lodge, and A St. Auto With the
overall available supply of parking, there is flexibility to look at downtown parking
management options to address problems in subareas.
Parking management options could be particularly effective near doctor's offices in the
Medical Complex area, near storefronts in the West and East Main Street areas, and the
Rottle's subarea In these areas, some parking time restrictions may already exist, but
enforcement is not consistent. Increasing parking enforcement could prove an effective
measure of getting people with longer-term vehicle parking needs to park in long-term areas,
freeing up spaces for customers and patients At the same time, convenient long-term
parking must be made available and be easy to locate.
The Medical Complex area currently includes several homes. This means that restricted areas
would need to be applied on a special dispensation basis. Short term or patient only parking
would mostly be on-street. Concurrently, there is a need to provide longer-term employee
parking. Much of the downtown Auburn study area is a residential area and over-restriction
could leave local residents without a place to park their own vehicles. Private lots, parking
permits, or residents only on-street spaces are potential ways of providing this necessary
parking.
Auburn Parking Study 24 David Evans and Associates.Inc.
Final Report
10/96
Figure 13
1995 Total Parking Demand by Land Use
4500
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Long-term employee parking could also be made available in areas within walking distance of
businesses, but not immediately obvious to new visitors or shoppers. This would free nearby
parking and make better use of underutilized parking areas There are some large, private
parking lots in the area that are underutilized The owners of these lots should be
approached to explore the possibilities of the use of these lots by employees of other
Downtown business. It is important to note that these are private lots and current zoning
requirements may preclude this option. Opening up this parking for downtown employees,
reducing the time limit on close-in downtown parking areas and enforcing parking laws could
create convenient short-term parking for shopping and business oriented parking.
Security is also an issue with parking, especially if lots are far from destinations or in
unfamiliar or potentially dangerous locations. Security issues can be addressed by foot
patrols, "buddy systems", increased activity, or better lighting and design.
Many public parking lots are also underutilized. Revitalization of these lots and improved
signing would improve the use of these lots Application of the Downtown Auburn Master
Plan concepts, in the same design as Main Street, would tie-in the public lots to the
downtown environment and improve the perception of accessibility and safety of public lots.
Lastly, existing parking is poorly signed and often people cannot tell private from public lots
or know that there is a lot a block or so away Better signage, combined with properly
designed elements like street trees, furniture, covered walkways, and attractive bollards will
make parking and walking a more positive experience and lessen the parking burden for both
customers and employees. A program to upgrade the parking lots, consistent with the
Downtown Auburn Design Master Plan, would increase the utilization of existing parking
and integrate parking into the downtown urban design. A downtown Parking Map would
also help to identify underutilized public parking. Chapter 5 Auburn Downtown Parking
Plan, will explore solutions to these identified needs.
Auburn Parking Study 26 David Evans and Associates.Inc.
Final Report
10/96
CHAPTER 3
FUTURE DOWNTOWN PARKING SUPPLY AND DEMAND
As new development takes place in Downtown Auburn, the demand for parking in the area
will likely increase. To prepare a reasonable estimate of future parking demand, we must
establish projections about the types and amount of development that will take place in
Downtown Auburn in the future. While future development in the area will largely be a
function of the private sector, the City of Auburn Comprehensive Plan and the Zoning
Ordinance serve as guides for that development. By applying assumptions based upon those
documents, observing current development trends and identifying those parcels of land that
are likely to be developed in the future, projections can be made about future downtown
development.
A parcel was determined to be a potential site for development in the following instances
1 Vacant Land- land with no significant or notable improvements or building
improvement valued at less that $500
2. Redevelnpable Land- land that is zoned for commercial or industrial uses but is
currently occupied by a single family house
3 Vacant Building - an unoccupied structure in reasonable condition
Once the vacant and redevelopable land were identified, projections for new development on
these parcels was assumed to occur of a type of use and quantity consistent with the
comprehensive plan and zoning ordinance, but adjusted to reflect current development trends
in the downtown. In general, these adjustments resulted in a density that was greater than
those currently found in new development, though lower than the highest densities allowed in
the zoning ordinance. This adjustment was made to reflect the fact that permitted densities
are significantly higher (at least three to four times higher) than what is currently being built.
Vacant buildings were assumed to be filled by a business occupying the square footage of the
building.
Table 1 presents the existing and projected future land use quantities for office, retail, and
residential, space in downtown Auburn for the year 2015 According to the projections,
downtown will grow by approximately 186,000 square feet of office space (83%), 221 000
square feet of retail space (65%) and 146 units of housing (23%) between 1995 and 2015
David Evans and Associates,Inc 27 Auburn Parking Studs'
Final Report
10/96
Table 1 2015 City of Auburn Land Use Projection
Office(sl) Retail (so Residential
(Units)
2015 410,996 558,459 793
1995 225,136 337,609 647
Growth 185,860 220,850 146
Percent Increase 83% 65% 23%
Source: Auburn Comprehensive Plan
The ULT shared parking analysis described in Chapter 2 was applied to land use projections
for 2015 The resulting 2015 shared parking forecasts are illustrated in Figure 14 The chart
shows that at full buildout in 2015, the estimated peak downtown parking demand would
equal 3 742 spaces.
Existing and future parking supply and demand are summarized in Table 2. The existing
effective capacity is 3,831 (85% percent of actual capacity) for the downtown Auburn area.
The existing effective capacity exceeds the future demand by 89 spaces.
Table 2. Parking Space Supply and Demand Summary
1995 2015
No New With Current 25% Reduction
Spaces Parking Code in Code
Supply 4,507 4,507 6,412 5,787
New Spaces 0 1,905 1,208
Effective Capacity' 3,831 3,831 5,450 4,919
Demand (measured)b 2,600
Demand (Estimated)" 2,800 3,742 3,742 3,742
Estimated Utilization 73% 98% 69% 76%
Surplus (Shortage)d 1,031 89 1 708 1,177
a) Eighty-five percent of supply
b) Based on Downtown parking data collection,July 1995 Utilization is 65 percent.
c)Shared Parking,the Urban Land Institute, 1990.
d) Effective Capacity minus demand
Auburn Parking Study 28 David Evans and Associates,Inc.
Final Report
10/96
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Table 2 also illustrates how many new parking spaces would be required for new
development by the existing parking code in the downtown area. The parking code
requirements were calculated for the difference in land use quantities from 1995 to 2015, as
presented in Table 1 The existing parking code would require 1,905 additional spaces for
additional development Code required parking in the downtown area could be reduced to
meet actual demand, as directed by the King County Guidelines for Commuter Parking
Policies and to better reflect the mixed-use nature of downtown as compared to other areas
of the city In addition, this will lower the cost of development in Downtown Auburn and
potentially help to generate new and redevelopment in the area A 25 percent reduction in
code-required parking would provide 1,208 new spaces (an increase of 28 percent) resulting
in 1,177 spaces over the estimated demand. This would result in a utilization of 76 percent in
2015 compared to 73 percent in 1995, which would provide similar overall parking
conditions in the future as is experienced today
As growth continues however, additional downtown development could further exacerbate
existing parking problems. Of particular concern are the areas with the largest parking
problems (e.g. East Main, the Medical Complex) or subareas near capacity In Chapter 5, the
Downtown Parking Plan provides remedies to problems for growth in individual subareas
Auburn Parking Study 30 David Evans and Associates,Inc
Final Report
10/96
CHAPTER 4
PARKING ISSUES IN DOWNTOWN AUBURN
Parking issues were identified in downtown Auburn through discussions with the CAC, from
interviews conducted to assess the willingness of downtown businesses to pay for parking,
(conducted as an element of the finance chapter), and input from City staff. It is important to
document these issues, as well as analyze them in light of the data collection and analysis
efforts, because the parking problems in Auburn, whether actual or perceived, are critical to
the business environment of the City The issues are summarized below
Issue 1 All day parking is occurring on City streets and City lots.
There is a concern that all day parking on City streets and in City lots is impacting the
accessibility of short-term parking near businesses The average duration for on-street
parking is approximately four (4) hours. The parking duration, posted on signs is two or
three (2 or 3) hours in high use areas. Fines for over parking are $5 00 in public lots and
$2.00 on Main Street.
Issue 2. There is a lack of all-day parking for downtown employees.
This issue has been a historical problem for downtown businesses. It is especially critical in
the Medical Complex area, where employee parking and parking by medical patrons overlap
The post office is also in the same area and doesn't provide employee parking. In the retail
core, employee parking is critical during the Christmas season when there is the highest
number of employees, as many businesses hire temporary employees Safety is a concern in
the medical complex area where shift changes occur at night, and in the downtown retail core
during the winter when it is dark early
Ml-day free parking in the retail core for area employees is available on "D", "E", and "F'
Streets SE, in a few vacant lots spaced around the core and, to a limited extent, in the
Safeway lot. The Safeway Parking, however, is at the discretion of Safeway and should not
be counted on as a stable parking source. Parking for a fee is available through leased lots
throughout the downtown, but these do not significantly add to the parking supply Some
banks, restaurants and stores offer their employees on-site free parking. All day free parking
in the medical complex area is available to some employees on-site. In addition, long-term
curb spaces are located on the periphery of the downtown though this may impact
residences. The new parking garage in the Medical Complex will be filled by the employees
and patients of the hospital's new medical office building.
David Evans and Associates,Inc. 31 Auburn Parking Study
Final Report
10/96
Issue 3 Parking regulations are not enforced.
The Auburn Police Department does not place an emphasis on enforcing parking regulations
due to the limits on police time and lack of impact by the small fines. Also, downtown
business owners will sometimes complain if on-street parking regulations are enforced
because of the frustrated reactions they receive from customers.
Issue 4 The public doesn't know where public lots are located.
Many of the public lots lack visible, clear signing for location or to identify them as a public
lot. Currently, directional signing to public lots is not provided or is limited. Also, the
condition of many of the lots are old and with substandard landscaping Re-development of
the public lots, consistent with the Downtown Auburn Design Master Plan (i.e., consistent
with the new, Main Street-look) would encourage the utilization of public lots, and improve
the appearance of the downtown environment.
Issue 5. There is a lack of convenient parking in the downtown.
There is a common feeling that there is a lack of parking in downtown Auburn. However,
data indicates that there are several underutilized lots within easy walking distance of major
destinations is Auburn. One problem is that some lots directly abut major destinations and
are the most favored parking areas. A good example of this is the Rottle's lot The Rottle s
lot is at the center of downtown Auburn and is located close to many downtown destinations.
The convenience of this lot causes it to have the highest utilization and highest turnover rates,
which feeds the perception that there is a lack of convenient parking in the downtown. Other
nearby lots are not utilized to the extent of the Rottle's lot. From discussions with the CAC
it appears that an acceptable walking distance to parking is two or maybe three blocks
depending on the location and environment.
Issue 6. The medical office complex area has serious parking problems.
Parking utilization at peak times of day (1000 a.m. and 3-00 p.m.) averages about 70 percent
in the medical complex area. Only the East Main Street area exceeded the medical office
complex parking utilization The perception is that parking is extremely limited in this area.
A new parking garage was completed in 1995 to serve the hospital's medical office building.
It is currently open to the public, relieving some of the parking pressures in this area. As the
medical office space fills up, the garage will be limited to only employees and patrons of the
new medical office development. On-street parking duration is not limited in this area, and
there is a need for perhaps a two to three hour limit so that patients can be provided with
convenient short term parking. Parking problems in this area are exacerbated by the post
office which does not provide parking. (The post office is exempt from providing parking by
federal law )
Issue 7 Safety Issues, Street Lighting, etc.
Employees and owners of business are very concerned about the safety issues surrounding
employees who must walk a distance to available long term parking, especially after dark. As
Auburn Parking Study 32 David Evans and Associates,Inc
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10/96
a consequence, employees generally prefer to park as close to work as possible which
impacts parking available to customers This makes it difficult to recommend and expect that
employees will park in the under utilized lots at the fringe on the downtown area Specific
safety concerns are; lack of street lighting, lack of parking lot lighting, lack of sidewalks, safe
crossing of arterials (especially Auburn Way) and walking alone after dark.
Issue 8. Cost of supplying parking is a hindrance to new business.
The downtown area is faced with conflicting needs for increasing the parking supply due to a
tight supply in localized areas, and the desire to encourage new business to locate in the
downtown. The high price to supply parking, combined with the limited space for parking in
a downtown area, can be a hindrance to new businesses. A significant way to increase
parking downtown would be to construct either more surface lots or a parking structure, but
financing either is difficult for either the City or area businesses. Although a lack of parking
is perceived as a problem, the CAC suggests that, at present, the Downtown will benefit
more from additional businesses and increased investment in existing buildings rather than
additional parking. Due to the high cost of providing parking, a waiver or reduction of
parking requirements in targeted areas can be a strong economic development tool.
David Evans and Associates,Inc. 33 Auburn Parking Study
Final Report
IU/9G
CHAPTER 5
AUBURN DOWNTOWN PARKING PLAN
SUMMARY
This plan utilizes a balanced approach to address Downtown Auburn's present and future
long and short term parking needs. The components of this plan address both the supply of
and the demand for parking. This approach seeks to reduce the demand for parking, better
utilize existing public parking, increase the usage of underutilized private parking through
leased and shared parking arrangements, and finally, provide some guidance in the purchase
and establishment of additional public lots in the future In this manner, parking issues can be
addressed in a manner that is phased, cost effective and affordable for the City and
Downtown business and property owners. The components of this plan can be summarized
as follows:
Reduce Demand for Downtown Parking
By encouraging individuals to walk, bike, carpool or take transit, the demand for parking can
be reduced. Providing new parking can be extremely costly, and each downtown parker who
chooses an alternative transportation mode to downtown "provides" an additional parking
space for other employees or customers at a fraction of the cost of new parking space. This
plan proposes the formation of a Downtown Transportation Management Association
(TMA) which will assist employees of the Hospital, Post Office, the City of Auburn and
Auburn Downtown Association and Chamber of Commerce members in the use of other
modes of transportation. The cost of establishing a TMA will have to be considered relative
to the additional benefits made available to Downtown businesses. This strategy to reduce
demand is also supported by the City's and Metro's Plan to establish a transit hub in
Downtown which will significantly improve transit service to the area. The establishment of
a downtown circulator bus would also reduce demand for downtown parking by greatly
expanding transit accessibility throughout downtown
Better Utilization of Existing Public Parking
While some public parking lots are heavily used, several receive limited usage. By increasing
signage and preparing a downtown parking map, public awareness of the less used lots can be
increased, thereby lessening the high demand for the more heavily used lots. In addition,
parking restrictions on these lots can be waived from 6-00 PM to 8 00 AM to allow for
parking by residents. City employee parking lots should be made available to the general
public after 5.00 PM Monday to Friday and all day on weekends and holidays. In some
areas, this plan recommends changing the time restrictions on parking to better match the
parking needs of that particular area. In one area, relatively unused two hour parking spaces
will be converted to unrestricted parking, while in another, two hour parking spaces will be
placed in an area with a lack of short term parking. The downtown shuttle bus discussed
David Evans and Associates,Inc 35 Auburn Parking Study
Final Report
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above would also increase the utilization of existing parking by making it easier for
downtown employees to use "outlying" underutilized parking.
Creation of New On-Street Parking
In some limited areas of downtown, there are places where on-street parking is currently not
permitted, but can be made available. Allowing parking in these locations can provide new
parking for the cost of a few signs and some paint
Increase Opportunities for Shared Private Parking and Lease Arrangements
There are several large, paved, under-utilized private parking lots scattered throughout the
Downtown area. Current regulations hinder owners of these lots from leasing the unused
spaces to other users. This plan recommends changes to the City parking ordinance which
ease the creation of such arrangements, thereby making better use of the existing, though
unused, spaces.
Parking as an Economic Development Tool
The cost of providing parking can be a significant hindrance to new businesses or new
development in Downtown Auburn. The Plan recommends changes to the parking ordinance
that reduce or, in some cases, eliminate the requirement for new businesses or new
development to provide new parking in specific targeted areas. These provisions include the
elimination of additional required parking for the reuse of existing buildings in the central
business (C-2) zoning district The CAC recognizes that these provision may exacerbate
downtown parking problems. However, the benefits of attracting new businesses are felt to
outweigh the liabilities of this provision.
Identify Locations and Potential Funding for Future Public Parking Facilities
This plan identifies two potential locations for public parking facilities. One is located along
the east side of the proposed right-of-way for the extension of A Street NW just north of 3rd
Street NW A second is proposed near B Street SW and 2nd Street SW in conjunction with
the new transit hub to be jointly developed by the City of Auburn and Metro A 50-100
space parking facility in either or both locations, particularly along A Street NW would
address long-term parking needs in those areas. This plan does not establish a provision for
future LIDs to fund the development of new parking. The CAC indicated that while parking
is certainly an important issue facing Downtown at this time, the dollars invested in an LID
by property owners could be better used by upgrading their businesses and buildings.
Advisory Committee
A citizen's advisory committee should continue, after completion of this study to guide the
City and provide a forum for coordination and implementation of parking solutions. The
ADA could continue with their role in identifying parking concerns and developing solutions.
Auburn Parking Study 36 David Evans and Associates.Inc
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DOWNTOWN STRATEGIES
This chapter includes a number of strategies for addressing downtown parking issues. First,
it includes some general parking management strategies that make more efficient use of the
existing downtown parking supply and therefore may preclude the need for high cost capital
improvements. Next, the chapter recommends more specific strategies for addressing
parking issues in the Medical Complex and East Main areas.
Specific implementation strategies are summarized in Table 3a and 3b following the
discussion of the Medical Complex and East Main areas. A brief analysis of the effect of each
strategy and the potential cost is also presented in these tables. At the end of the chapter
Figure 15 presents the recommended on-street and off-street parking plan for Downtown. It
illustrates the recommended changes to current parking regulation in Downtown.
Parking Management Strategies
Parking Redistribution
Currently parking areas with high utilization in Auburn are closely bordered by areas with
very low utilization. Often, people visiting Auburn to shop or conduct business are not as
familiar with the streets and provision of parking as are those who drive there daily By
shifting employee parking to nearby areas with low parking utilizations, the amount of
available parking can increase by as much as 30 percent in the high use areas, thus saving the
expense of building, maintaining and managing a new parking facility It is important to
remember that areas like East Main have high parking turnover rates. By providing parking
in adjacent areas, freeing up even a fraction of the spaces currently used by long term parking
can create opportunities for a large number of customers. For example, in the East Main area
most of the parking duration was for less than an hour If an employee is parked in a space
for an eight-hour day, that means at least eight customers were unable to use that space. In
addition, some long-term parkers move their vehicles from space to space. This practive
should be discouraged. Many downtown parking problems can be addressed by managing
parking to provide the correct balance between long-term and short-term parking.
Parking Duration
Patrons, clients and patients need access to convenient short-term parking. Parking duration
restrictions can be a very effective means of ensuring that this amenity is provided. A three-
hour time limit is generally enough to conduct business or shop, but not enough to allow
people to park through a business day This ensures turnover in parking and makes
convenient parking more likely
In high use subareas, parking should be restricted to three hours. In lower use subareas,
parking should be unregulated to allow use by long-term vehicles. Even if new parking
facilities are constructed to add spaces, parking restrictions will still be necessary to
effectively use the new spaces
David Evans and Associates,Inc. 37 Auburn Parking Study
Final Report
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Urban Design
The existing parking lots can also be used by those less familiar with downtown Auburn by
including easy to see and understand signage that directs people to nearby parking. The
"Easy Parking" program in Portland, Oregon uses bright, unique signing to highlight lots.
This program has been very successful in bringing shoppers to downtown. Parking lots can
also be purchased or leased by parking management associations that can uniformly sign lots
and provide urban design enhancements. Good street lighting and pedestrian amenities such
as benches, cross walks and good sidewalks will also make walking a safer and more
pleasurable experience, so that individuals may be willing to walk further to a parking space.
New Spaces
If current parking patterns continue, and no other new parking is added, some areas will need
more parking over the next 20 years. The Medical Complex and the East Main districts
combined will need about 200 new parking spaces. A joint facility could be placed at the
southeast corner of 1st Street NW and Division Street. This facility would be centrally
located and capable of serving virtually the entire downtown Auburn area.
There is currently a plan to build a large parking facility, connected to Commuter Rail or a
transit hub in the vicinity of West Main Street and C Street SW Possible sizes range from
small surface lots to a 450 stall parking structure. This facility is located on the Western edge
of the study area and is within 1/4 mile of about 70 percent of the downtown area. It will
serve all of the East Main area and most of the Medical Complex. If this structure is built,
another structure would be unnecessary, though small surface lots may be helpful to serve
localized needs.
Parking Code
The Washington State Commute Trip Reduction (CTR) law and King County parking
policies encourage jurisdictions to adjust parking requirements to meet actual demand
Current parking requirements are actually over-supplying parking in the Downtown area
This occurs primarily due to the mixed-use nature and shared parking that occurs in a
downtown area. Excessive parking requirements can place an unnecessary burden on new
businesses. This study has found that current parking requirements provide an excess of
parking spaces relative to demand. It is therefore recommended that parking requirements
for new development in downtown be reduced by 25 percent. This will continue to supply
new spaces while taking advantage of some of the current excess supply Specific
recommendations are compared to other jurisdictions in Appendix A. Other proposed
changes to the parking code, to enable the recommendations from this plan, are presented in
Table 4, Chapter 6
Transportation Management Association
Since the passage of the Washington State CTR Law, large employers meeting specific
criteria have been required to develop transportation demand management (TDM) programs
to make it easier for their employees to commute to work by methods other than their
Auburn Parking Study 38 David Evans and Associates,Inc
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automobile Typically, the affected employers designate a transportation coordinator with
responsibility for the TDM program and coordination with King County Metro through a
contractural arrangement between the City and Metro Metro has a number of programs
available to these employers to simplify the use of alternative modes by their employees such
as carpool matching, transit fare subsidies, and guaranteed rides home. Auburn General
Hospital and the City are major affected employers in the Downtown.
Transportation Management Associations (TMAs) are associations of businesses with the
purpose of encouraging alternative means of commuting work. A TMA in downtown
Auburn could serve all downtown employers, including the Post Office, City Hall, the
Hospital and the all ADA and Chamber of Commerce member businesses. A Downtown
TMA could disseminate information to the numerous small medical offices and other small
businesses, though the costs of establishing a TMA will need to be fully weighed relative to
its benefits The TMA would, however, enable all downtown businesses to participate in
programs offered by Metro and would vastly increase the ability to form carpools as the
number of potential rideshare partners would increase
Medical Complex Area
The Medical Complex analysis area has limited parking facilities that serve both residential
and commercial uses. Overall, the utilization of the parking supply reaches 77 percent, with
the Valley Women's Medical Center and Hospital subareas in the northwest section of the
area at 80 to 85 percent throughout the day Several localized uses have contributed to this
high parking utilization. The Hospital, the Post Office and several small doctors' offices
create a mix of short and long-term parking, with approximately 37 percent of the cars
remaining for over five hours. The Hospital has built a parking garage, but additions to the
Hospital itself and the construction of the new Hospital Medical office building is projected
to use all of this facility and perhaps generate more parking within the area.
Short Term Strategies
The Medical Complex is adjacent to the West and East Main Street areas and it is likely that
several people park in spaces close to their work or appointments and walk to the Main
Street area to shop or have lunch This means that there is less turnover and parking
becomes harder to find. Parking from the mostly full East Main area could also be spilling
into the Medical Complex due to people searching for a space.
The northern end of the East Downtown area is also nearby, with the R&K Photo and
License subareas operating at 40 percent utilization within three blocks of the Doc's Inn, the
Hospital, and Nelson's subareas. Currently, the Doc's Inn, Hospital and Nelsons subareas
have 453 parking spaces and have an average of 24 percent parking over five hours. If
about half of these cars parked over five hours are assumed to be residents, that leaves 12
percent, or 68 vehicles that are employee parking. If these cars parked in the available
parking in East Downtown, the maximum utilization for the Medical Complex area could
David Evans and Associates,Inc. 39 Auburn Parking Study
Final Report
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Table 3a: Recommended Implementation Strategies
Short-Term (0-2 Years)
RECOMMENDED STRATEGY AFFECTS / IMPACTS IMPLEMENTATION COST
OVERALL
Encourage employees to make use of More convenient, easy to find parking for BIA members voluntarily participate Staff time
nearby underutilized public and customers, Somewhat less parking in nearby Identify private lots that have parking
private parking. areas beyond the new zoning code
requirements. Allow those spaces to be
leased
Enforce existing parking restrictions. Long term parking in high turnover areas Better target problem spots using existing Staff time
lessened. More convenient and easy to find staffing.
parking for customers.
Raise Parking Fines from current $5 Parking violations will be reduced, freeing New ordinance, public hearings Staff time
to $20 parking spaces. Encourage employees to park
in underutilized areas.
Use signing to point to existing Direct parkers to parking, making parking Design and install signs. 30 signs
parking. more convenient and easy to use.
Revise Parking Ordinance. Allows new and low cost solutions to many Adoption of ordinance. Staff time
parking problems.
Change public parking lots to Provides convenient night time parking for Adoption of ordinance. Staff time
unrestricted Parking 6 p m. to 8 am, residents.
all days.
Conduct lighting study Improve safety recognizing use of lots at a City staff to conduct study, add Staff time,
distance from the business. recommendations to existing projects CIP costs
and/or CIP, and maintenance activities
David Evans and Associates. Inc 43 Auburn Parking Study
Final Report
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Table 3a. Recommended Implementation Strategies
Short-Term (0-2 Years)
RECOMMENDED STRATEGY AFFECTS / IMPACTS IMPLEMENTATION COST
Develop downtown parking map Inform public of location of Downtown Design and produce map Staff time
parking.
Waive parking requirement for new Lessen cost for new business to locate in Adoption of ordinance Staff time
uses in existing buildings in C2 zoning Downtown.
district.
MEDICAL COMPLEX AREA
Encourage employees to park in Employees could park in east downtown, Voluntary participation through public Staff time
under-utilized areas of East freeing up those spaces in the Medical meetings /campaign. Improved pedestrian
Downtown in leased spaces. Complex area, for patients and customers. crossing opportunities needed.
Increase amount of two hour parking. North side of Second St NW between A St. Ordinance changes, sign installation Signs
NW and Division St., should be two-hour
(Approximately 10 spaces).
Lift no parking restrictions and add Increase supply of convenient parking where New signing Signs
two-hour parking on north side of 1st there is capacity (Approximately three
St NW between N Division Street spaces)
and Auburn Ave.
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Table 3a: Recommended Implementation Strategies
Short-Term (0-2 Years)
RECOMMENDED STRATEGY AFFECTS / IMPACTS IMPLEMENTATION COST
EAST MAIN AREA
Encourage employees to park in the An additional capacity for approximately 330 Voluntary participation through public Staff time
central section of East Downtown patrons, while only displacing about 30 meetings / campaign or TMA
employees.
Joint use of private lots in south Available parking spaces for employees and Voluntary participation coordinated with Staff-time
downtown for employee or patron shoppers. the City
parking.
Use signing to point to existing Direct parkers to nearby parking, making Design and install signage 30 signs
parking parking more convenient and easy to use
Convert on-street parking on west Provide currently underutilized restricted New signing Signs
side of Auburn Way S between E. parking to convenient all-day parking available
Main Street and 2nd Street SE to to area employees and residents.
unrestricted parking. (Approximately 10 spaces)
Provide signs in Rottle's and Penney's Reduce customer frustration. Provide signs Staff tine,
lots that direct patrons to additional sign
parking.
Sign City employee lots for Provides parking for residents, evening Provide signs Staff time,
unrestricted parking 6 PM to 8 AM, activities, and weekend/holiday shoppers. signs
Monday-Friday, and all day Saturday,
Sunday and holidays
Lift no-parking restrictions on 2nd All-day parking for employees Pavement Marking Staff time
Street SE between A St. E and (Approximately four spaces)
Auburn Way S
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Table 3b Recommended Implementation Strategies
Medium/Long-Term (2-10 Years)
RECOMMENDED AFFECTS / IMPACTS IMPLEMENTATION COST
STRATEGY
OVERALL
Improve city parking lots. Improves urban landscape, integrating lots Prepare grant application, obtain Function of
with the downtown Urban Design Master funding, prepare designs, construct grant money
Plan. Increases visibility of public lots.
Establish a TMA in the Medical Includes all business in the area to Public Meetings, facilitation. Staff time, cost to
Complex area with area businesses, participate in commute reduction and businesses for
the U S Post Office, City Hall, the decrease parking demand. Use TMA to participation
Chamber of Commerce and the find mutually agreeable solutions to
ADA. parking problems.
Increase transit service to Lowers the demand for Downtown Parking Continue working with Metro and Staff time, funding
Downtown Area. by providingg alternative means for people RTA to secure improved service for improvements
to reach Downtown Area. Pursue grant funding and other sources
to fund downtown circulator
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Table 3b Recommended Implementation Strategies
Medium/Long-Term (2-10 Years)
MEDICAL COMPLEX AREA
Develop lot next to USPS for Reallocation of USPS employees currently Obtain land, build lot Approximately
employee parking. parking on Medical Complex streets. $7,500 per
space
Include surface parking with Adds parking in vicinity of post office. Depends on progress of A-street Approximately
available right-of-way for A-Street Existing right-of-way is more than needed extension potential. $7,500 per space
extension. for roadway
EAST MAIN AREA
Add parking lot with transit hub Adds parking near west end of main In conjunction with development of Approximately
street. transit hub $7,500 per
space.
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