HomeMy WebLinkAbout2826 (3) Figure 15 Recommended Parking Plan
David Evans and Associates, Inc 49 Auburn Parking Study
Final Report
10/96
CHAPTER 6
ORDINANCE REVIEW
The current parking ordinance was reviewed to identify changes needed to Implement the
changes recommended in Chapter 5 of the Auburn Downtown Parking Plan, many of the
issues discussed in Chapter 4 and to Incorporate the policy direction of Washington State
Commute Trip Reduction (CTR) law and King County Parking Policies. CTR requires each
jurisdiction's CTR plan to " .review local parking ordinances as they relate to employers
and major worksites and any revisions necessary to comply with the commute trip reduction
goals and guidelines. " Both the CTR and the King County Parking Policies address parking
because of the close relationship between commute travel mode choice and parking supply
and cost. The state CTR task force found that "local parking policy is critical to the success
of the CTR law "
The CTR law was adopted as part of the Washington State Clean Air Act of 1991 The
purpose of the law was to help reduce air pollution, traffic congestion and fuel consumption.
CTR makes demands on both jurisdictions and employers. Under this law, employers with
100 or more full time employees who commute during the peak period, and are located in
counties with over 150,000 people, are mandated to implement a commute trip reduction
program. The law seeks to reduce vehicle miles traveled (VMT) and single occupant vehicles
(SOVS) by
• 15 percent by 1995
• 25 percent by 1997
• 35 percent by 1999
The CTR law required that each jurisdiction prepare and adopt a local CTR ordinance. The
City of Auburn's CTR ordinance is presented in Appendix B
King County established and endorsed Guidelines for Commuter Parking Policies to provide
a framework for local jurisdictions to use as they review and revise parking policies. The
guidelines have a strong focus on adjusting parking requirements to meet existing demand
and to adjust parking requirements to a maximum rather than a minimum. Shared parking is
also encouraged as well as allowing parking below the minimum where there are incentives to
use transit or carpool. The purpose of the guidelines are to reduce reliance on the single
occupant vehicle (SOV) in support of the CTR law The King County guidelines are
included in Appendix C
Recommended revisions to the Auburn parking code recommended by the Advisory
Committee are presented in Table 4 Reference to the ordinance section of the zoning code is
identified in the first column. The study findings and recommendations are presented in the
second column. Recommended ordinance changes are presented in the third column.
Changes to the ordinance were also recommended to enable more creative solutions
David Evans and Associates,Inc. 5 I Auburn Parking Study
Final Report
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specifically tailored for downtown. Appendix A presents a comparison of existing,
recommended, and other jurisdiction's parking requirements. The actual ordinance with
recommended revisions as a result of the Committee's recommendations and with additional
changes recommended by staff is presented in Appendix D
Table 4 Summary of Revisions to the Auburn Parking Code
Chapter/Section Study Findings / Revision
Recommendations
18.52.010
General
A.1, A.2 Encourage redevelopment in the No additional parking will be
downtown area required for any new use within
an existing building existing
buildings in the C-2 District. No
new parking is required for new
buildings of slightly larger size.
18.52.020
Required Off-Street Parking
A.7 Lower parking demand for The reference to multiple
elderly multi-family is more a dwellings for elderly housing has
function of the level of assistance been changed from "low-income
than income in this area. elderly" to "low income elderly
operated under contract with a
public agency or subsidized. "
Parking requirements have been
lowered from one space per three
dwelling units to one space per
four dwelling units.
B Study findings show that parking Parking requirements for
is over-supplied when all of the commercial activities are reduced
parking requirements for 25% within the downtown.
individual uses are summed
together This is due to the
mixed use nature of downtown
where patrons will visit more than
one business with a single stop
Auburn Parking Studs' 52 David Evans and Associates,Ilk
Final Report
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Chapter/Section Study Findings / Revision
Recommendations
Many of the parking ordinance "Downtown" is referred to, and
changes are applicable to defined as map 3.3 of the
downtown only due to the unique Comprehensive Plan, throughout
environment and urban design Chapter 18 52
goals
B 11 Studies show that traditional Parking requirements for office
parking requirements for office space city-wide is reduced from
space citywide are excessive. four spaces per 1,000 gross floor
The parking rate reduction is area (gfa) to one space per 300
consistent with Metro's gfa city-wide. The new rate
recommendation and other reflects actual demand as
jurisdictions. disclosed by other studies.
B 14 Shopping center parking Shopping center parking space
requirements should be consistent requirements are defined in terms
with current rates for parking of gross leasable floor area (gla).
demand Parking requirements are reduced
from one space per 200 gla to
one space per 250 gla.
18.52.030
Reductions from required parking (renamed)
A. Study findings show that parking Parking requirements for all
is over-supplied when all of the activities are reduced 25% within
parking requirements for the downtown.
individual uses are summed
together This is due to the
mixed use nature of downtown
where patrons will visit more than
one business with a single stop
B Allows sharing of parking with Provides table an dmethodology
areduced parking requirement for calculating reduced parking
when two or more uses can show requirement for shared parking.
that peakk hours of demand for
parking differ
David Evans and Associates,Inc 53 Auburn Parking Study
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Chapter/Section Study Findings / Revision
Recommendations
B 6 Allow under-utilized spaces to be Joint use of parking facilities is
included in the parking supply allowed where the existing use
required for new uses. has changed , and the new use
reduces the parking
requirements.
C Mixed occupancies and shared When mixed occupancies and
uses are allowed a 25% shared uses are allowed a 25%
reduction The new 25% reduction in required parking.
reduction recommended for The additional 25% reduction
downtown should not be in allowed in the downtown does
addition to the 25% reduction for not apply
mixed occupancies.
D If a use can show that it will New provisions allow for the
produce a lower than typical submittal of a parking study
demand for parking, a process showing lower demand and
should be provided reducing the guarrantee of parking which will
parking requirements. set asisde area for future parking
should the need arise.
E Allows for a reduction in the New provisions allow for valet
parking requirement for uses with parking for a limited number of
valet parking. uses.
18.52.040
Drive-in Business
No changes
18.52.050
Off-Street Parking Area Development and Maintenance
C Provides an offisite performance Requires lighting to be shielded
standard if lighting is provided and less than 1/2 foot-candles at
the property line.
F Curbing delineates landscaped New section specifying that
areas and helps keep sidewalks curbing around parking islands or
and parking lots clean. Overhang peninsulas is required. A two-
is allowed because of increased foot overhang is allowed of the
landscaping area required vehicle adjacent to landscaped
areas.
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Chapter/Section Study Findings / Revision
Recommendations
G (was F) Ensure consistency with fire Adds provisions that driveways
code or aisles serving as emergency
access must be 20 feet minimum
width.
I. Ensure that a real pedestrian New provisions that sidewalks or
facility is provided to serve pedestrian walkways must be
parking lots at a distance from the visibly marked with striping or
business unique pavement.
J (was H) Improve quality of parking lots. More detailed listing of items
included in a design review The
threshold for design reviews is
lowered from parking lots of 100
spaces to lots with 50 spaces.
18.52.060
Development of Required Off-Street Parking Spaces for One-Family Dwellings
No changes
18.52.070
Off-Street Parking Lots - Location
No changes
18.52.080
Off-Street Parking - In Lieu of Fees
Moved to downtown section
18.52.090
Parking Space Dimensional Requirements
A.I Reduce any excessive Parking spaces parallel to a
requirement space dimensions driveway are 22 feet long as
opposed to 23 feet long.
C Allow overhang due to the Adds language to allow the
increased landscaped area length of a parking stall to be
required Be consistent with included a two-foot overhang
other jurisdictions. onto landscaped areas.
David Evans and Associates,Inc 55 Auburn Parking Study
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Chapter/Section Study Findings / 'Revision
Recommendations
18.52.100
Existing Of Street:Parking:Reduction
Reductions are allowed if
requirements of expanded section
18.52.030 are met.
18.52.110
Fractional Spaces
No Changes
18.52.120
Parking in Front or Side Yards - Prohibited, Generally
No Changes
18.52.130
Off-Street Loading Spaces.
No Changes
Auburn Pat king Studs' 56 David Evans and Associates,Inc.
Final Report
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CHAPTER 7
PARKING FINANCE
FINANCIAL CONSIDERATIONS OF PARKING FACILITIES
A number of funding sources could be used to fund a public parking facilities. These funding
options Include pay-as-you-go approaches involving use of the City's existing capital revenue
sources, property assessment mechanisms such as formation of a Local Improvement District
(LID) or Business Improvement Association (BIA), general municipal debt financing
approaches such as general obligation bonds, revenue bonds, and other, less traditional
approaches such as public-private development agreements, and the commercial parking tax.
Many of these options are already in use in Auburn to fund other types of projects and
facilities. Each of these options will be described and analyzed below
To address downtown parking deficiencies, municipalities may undertake a range of measures
to assure additional parking capacity These measures can be categorized as ranging from
relatively quick and low-cost solutions (restriping and/or installation of parking meters) to
mid-cost alternatives such as leasing or purchasing property to site a surface parking lot, to
higher-cost options such as construction of a structured parking facility This discussion
paper will address funding options for both surface and structured parking facilities.
Revenues for new parking facilities (surface and structured) typically start at relatively low
levels and increase over time as people become aware of the facility and its location, and
change their habits to utilize the new facility Therefore, in the initial period of operation,
revenues may not cover acquisition and operation costs. This initial period is usually a
minimum of one year -- and can be considerably longer, depending upon the project.
In general, structured parking facilities have difficulty generating adequate revenues to cover
acquisition, construction and operation costs -- even beyond the initial ramp-up period. To
be financially viable, structured parking garages must be located in areas with both commuter
and short-term parking demand, must have a reasonable turnover rate (i.e a stall is used
more than once per day) and need to be in use during weekdays, evenings and weekends.
Therefore, a parking garage with only daytime office employees as the primary users may not
generate sufficient revenue to cover costs.
Given uncertainties about the level of demand for a new parking facility (and its concomitant
revenue-generating abilities) it is best to be conservative when estimating the revenue-
generating capacity of a particular parking facility, and to identify additional funding sources
in the event that they are needed to cover costs associated with debt financing, operation or
maintenance. A description of funding options follows, with a summary of these options
presented in Table 5
Berk and Associates, Inc 57 Auburn Parking Study
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Table 5: Summary of Parking Facility Financing Options
FUNDING DESCRIPTION ADVANTAGES DISADVANTAGES
OPTIONS
'Pioperty Assessment
Local Special assessment district. Properties receiving Expensive.
Improvement Properties receiving special benefit the special benefit Can be time consuming
District(LID) from certain improvements pay a pay for the and administratively
special assessment. improvement. No complex, can be
Primarily used to fund fixed capital general fund controversial.
improvements. impact. Can be difficult to
identify properties
receiving the benefit.
Business Association provides services to Initiated by the City could incur some
Improvement Area specified business district. The business sector- a administrative costs.
(BIA) businesses within the district pay largely private
for the services through operating sector undertaking.
assessments. Primarily used to
fund operating expenses.
Debt Financing
General Obligation Debt backed by the full faith and Lowest cost debt May require vote of the
Bonds credit of the City financing. people.
Revenue Bonds Debt backed primarily by parking Does not impact City would be required
revenue stream. general fund. to absorb any revenue
Allows users to shortfalls.
repay debt.
Other Options
Public-Private Collaborative effort between City Can reduce project City bears risks: risk of
Partnership and a private entity to construct construction costs. developer default: risk
and finance a parking facility of inadequate revenues:
risk of
inadequate/improper
operation and
maintenance practices.
Commercial Tax on commercial parking with Allows users to pay Cannot be applied to
Parking Tax proceeds used for general for new parking publicly owned parking
transportation purposes. facilities. facilities. Could make
the commercial district
less competitive.
Fees in lieu of Business pays a set fee for each Each business pays Could create temporary
Parking required parking space instead of their fair share of parking shortage.
providing the space. expenses.
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FUNDING MECHANISMS
Local Improvement District (LID) Formation
This mechanism has been in use in Washington State for road and utility system development
since the last century, and is used by many municipalities to fund fixed capital improvements
that add value to surrounding properties. LIDs are a form of benefit assessment district that
allows an infrastructure improvement to be paid for by the properties which specially benefit -
- with "special benefit" defined as an increase in the fair market value accruing to the property
as a result of the improvement, (as distinct from "general benefits" which accrue more
broadly to all properties in an area).
The LTD process is spelled out in statute, and requires careful adherence to a multi-step
implementation process. This process specifies notification of property owners prior to LID
formation and prior to determining final assessments, requires the jurisdiction to hold two
public hearings, and to advertise in the local journal of record. Special benefit may be
determined by various means, including formula-driven approaches and appraisal techniques
LTD-funded projects require the sale of LID bonds, which are secured by liens against the
properties in the district.
LIDs in general can be controversial and time-consuming for local governments. The use of
LID financing for a parking facility could be especially challenging, since it requires
identifying the special benefit associated with the facility to specific properties, and
quantifying that benefit may be subject to a variety of perspectives. LIDs also carry
significant administrative costs associated with formation, process implementation, legal and
accounting requirements. These costs are generally "capitalized" -- included in the total cost
of the project to be financed.
LIDS have been used in the City of Auburn to fund sidewalk improvements and for
downtown parking facilities. The assessment revenues from the LID for downtown parking
facilities are being used to finance the purchase of a vacant lot. This LID will expire in the
next few years.
Business Improvement Associations
A Business Improvement Area (BIA) is an association of businesses located within a defined
area that have agreed to pay a special assessment, for purposes of funding certain activities
within the area. The steps involved in formation of a BIA are delineated in state statute.
Assessments are typically collected annually, and the revenue from the assessments can be
used for a variety of purposes including the acquisition, construction and maintenance of
parking facilities.
To create a BIA, a petition must be circulated and signed by 60% of the businesses within a
designated area, and must be submitted to the City After following a set of statutory
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procedures, the City can create a BIA by passing an ordinance. Once established, all
businesses located within the district are subject to the special assessment. The rate of the
special assessment can be changed or additional assessments may be levied by following
certain procedures. Also, different assessments may be applied for different purposes.
BIAs differ from LIDs in that BIAs are a "pay as you go" financing mechanism which is
typically used to fund operating expenses such as security and business revitalization efforts.
Furthermore, there no liens on the property securing the BIA assessments. In contrast, LIDs
are a debt financing mechanism which is primarily used to fund fixed capital improvements
through the issuance of LID bonds
However, under a B1A a group of downtown businesses could decide to lease a vacant
property for surface parking and use the assessment revenues to finance the cost of lease
payments, start up, and operation and maintenance. If a parking fee is charged, these
revenues could be used to offset the rate of the assessment. The City could incur some costs
associated with administering the BIA. The City of Auburn currently has one BIA that is
administered by the Auburn Downtown Association. If the ordinance creating the B1A
specifically states that revenues can be used for parking, then the existing BIA could
potentially be used to implement a plan similar to the one described above. If this is not the
case, then the City could either amend the existing BIA's ordinance or establish a new BIA
specifically for parking purposes.
General Obligation Bonds
General obligation (G 0 ) bonds are public debt instruments which are repaid out of the
property taxes and other revenues of the jurisdiction which issues the bonds. A limited
amount of G 0 bonds may be issued by the City Council ("Councilmanic" bonds) without a
vote of the people. (However, these bonds then have to be repaid through existing City
revenues.) Beyond this limit, and in order to gain new revenues with which to repay the
bonds, a vote of the people is required. In either case, the promise to repay is unconditional -
- the municipality pledges its "full faith and credit" towards debt repayment -- and the
bondholder looks to the borrowing government to take whatever actions are necessary to
assure repayment.
G.O bonds typically provide the lowest cost form of long-term fixed rate financing due to
their low risk as full faith and credit obligations of the City However, while they provide a
one-time infusion of funds for a major capital improvement, they do not provide funding for
on-going operation and maintenance expenses.
Most cities use this mechanism to help finance different projects. The City of Auburn has
used G 0 bonds to fund road and park improvements and Councilmanic bonds to finance the
new annex building behind City Hall.
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Revenue Bonds
Revenue bonds are also long-term debt obligations, but unlike G 0 bonds they are not
backed by the full faith and credit of the issuing jurisdiction. Instead, they constitute a lien
against a future revenue stream generated by a facility That is, fees and charges paid by the
customers of the facility are used to repay the bonds Revenue bonds provide a somewhat
reduced level of security to bondholders and thus carry a slightly higher interest rate than
G O bonds
In the case of a parking facility, revenue bonds would be secured by parking fees paid by the
facility users. However, as discussed above, because the revenue generating capacity of a
parking facility can be uncertain, the bond repayment plan needs to reflect the fact that
revenues generated by the facility may start at a low level. This could result in other City
revenues being used to help repay the bonds until the facility generates sufficient revenues.
Public-Private Partnership Agreements
A public-private development agreement is one approach a few jurisdictions are using to
finance and construct parking facilities. One scenario under this approach is for the city to
enter Into an agreement with a developer to build the parking facility, then lease it back to the
City The City would sell debt, probably revenue bonds, to finance the facility's construction.
The developer or private entity would operate the garage, providing for operation and
maintenance activities. The advantages of this approach are that the facility may be built
faster and less expensively than if It the construction project were publicly managed, and the
long-term financing costs are likely to be lower with the sale of municipal debt rather than
commercial loan financing.
However, it should be noted that this approach does not obviate the need for a strong and
viable market demand for parking. Since the City will be selling the debt (and is the de facto
owner of the facility), it is liable for the outstanding debt. If parking revenues do not
generate sufficient revenue to cover these costs, then other City revenues will be required to
make up the difference.
Commercial Parking Tax
In 1990 the Legislature granted cities and counties new authority to levy a tax on commercial
parking The proceeds from this tax may be used for general transportation purposes,
including construction of new parking facilities. The tax may take the form of a tax on a
commercial parking business based on gross proceeds (like a B&O tax) or based on number
of stalls, or it may be imposed on the customer in the form of either a flat fee per vehicle or a
percent of the parking charge
In 1991, a major state-sponsored study of the commercial parking tax was undertaken by the
University of Washington's Washington State Transportation Center (TRAC). As part of the
study, TRAC consulted with a range of legal experts and concluded that the consensus of
legal opinion is that taxing publicly owned parking (e g. City of Auburn facilities) would not
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be legal. Therefore, only commercially-operated facilities can be considered for this taxing
approach. Furthermore, the study identified a number of implementation issues which have
prevented extensive use of this tax.
The tax is most effective in an area where there is a large and consistent need for commercial
parking, with limited alternatives available. It is ineffective in that most downtown merchants
feel that they are already competing at a disadvantage with shopping districts and malls that
offer free parking, and are therefore reluctant to discourage potential customers from coming
downtown by increasing parking fees. To date, only one jurisdiction - the City of SeaTac -
has imposed this tax. A variety of other jurisdictions, including the cities of Seattle and
Tacoma have assessed this mechanism and concluded that it was not feasible.
Fees in Lieu of Parking
Fees in lieu of parking are used in some cities as part of their parking ordinances. Under this
option, new businesses can either provide the required number of parking spaces as specified
in the parking ordinance or pay a set fee for each space they do not provide. The revenues
from these fees are placed into a special account and later used for a parking facility
In general, one potential problem with this financing mechanism is the lag time between
paying the fee and the creation of additional parking. It may take some time to generate
sufficient revenues for a new parking facility and during this "waiting period" parking in the
area would be limited which could impact business activity
The City of Auburn's parking ordinance used to include an up front payment in lieu of
parking. Now the City ordinance allows commercial businesses in the central business
district to sign an agreement in lieu of providing the required parking. The agreements will
later be used to establish a LID to finance a downtown parking facility Therefore, the
commercial businesses are still making a payment in lieu of providing parking but the
payment is deferred until enough agreements have been signed.
The City of Edmonds parking ordinance also allows a payment in lieu of parking Currently,
the City charges $32 to review a request for the in lieu fee and if approved, new construction
is required to pay $4,300 per space and business conversions are required to pay $2,100 per
space. This fee is only applicable to the downtown area and once significant revenues have
been collected, a parking structure will be built in downtown.
The City of Kirkland provides another example of the application of the fee in lieu of parking
mechanism. In Kirkland, the ordinance has been in place since the early 1980's. The fee is
currently $6,000 and the option is only available in certain zones in the Central Business
District. The City has found that retail developments tend not to use this option because they
want to have parking adjacent to the businesses.
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The in lieu fees that have been collected by the City of Kirkland were recently used to help
finance the construction of the new Peter Kirk Municipal Garage. Development of this 240-
stall parking garage was a joint effort between the City and the King County Library The
entire project cost approximately $5.5 million and the revenues from the fees in lieu of
parking fund contributed approximately $170,000
ECONOMIC CONSIDERATIONS
It is well established that the ability of the City to pay for the cost of directly increasing the
parking supply through the construction of new lots or a garage is limited. With the City's
financing abilities limited, financing mechanisms that include private contributions must be
considered. A survey was conducted as a part of this parking study, to asses the willingness
of downtown businesses to pay for parking. The survey was conducted by telephone of 19
businesses and property owners Participants were distributed throughout the downtown
area with a majority located along Main Street
Due to the small sample size and distribution, the results of this survey do not represent the
opinions of all downtown merchants, but instead provide a sense of how some merchants
would feel about paying for parking. In addition, the participants were asked about the
concept of paying for parking, but not about paying for a specific parking project.
Based on this survey, just under half of the business and property owners are willing to pay
for customer or employee parking. In general, the amount participants are willing to pay for
customer or employee parking ranges from between $5 and $30 per space per month.
Furthermore, almost all of the participants who are willing to pay for customer or employee
parking are only willing to pay if the parking is located within one or two blocks of their
business or property Satisfying this requirement would be difficult and therefore, it can be
expected that fewer business and property owners would be willing to pay for parking.
The survey also showed that the participants are not willing to pay more for a structured
parking garage or for the beautification of a parking facility However, the majority of
participants who are willing to pay for customer parking are willing to pay a little more for
safety improvements.
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APPENDIX A
COMPARISON OF PARKING REQUIREMENTS
Table A-1 Existing and Proposed Parking Requirement Comparison
Proposed •
•
Land Use Auburn City-wide Downtown° Federal Way" Ken? Renton`
Existing
Residential
Single Family 1 Per 2 br I Per 2 br (same) 2 Per 2 Per Dwelling 2 Per Dwelling
2 per 3+ 2 per 3+ Dwelling
Duplex 1.5 per 2 br 1.5 per 2 br, 2 (same) 2 Per Umt 2 Per Unit 2 Per Unit
2 per 3+br unit per 3+per unit
Multi-family 1 5 per 2 br 1.5 per 2 br, 2 (same) 1 7 per unit 2 Per Unit 1.5 per Unit
2 per 3+br unit per 3+br unit
Guest Parking None None (same) None None 1 per 5 units
Assisted Sr Housmg 1 per 3 units 1 per 4 units (same) case by case 1 per 4 Units 1 per 4 Units
Commercial
Banks 4 per 1 000` 4 per 1,000 3 per 1,000 3 3 per 1,000 5 per 1,000b 4-5 per 1,000`
Office Buildings 4 per 1,000 l per 300 1 per 300 3.3 per 1,000 4 per 1,000 h 3-4 5 per 1,000
Shopping Centers 5 per 1 000 3 3 per 1,000 N/A 3.3 per 1,000 4.5-5 per 4-5 per 1.000
1,000
Restaurants/Bars 10 per 1,000 10 per 1,000 7.5 per 1,000 10 per 1,000 10 per 1,000 10 per 1,000
Other Retail 2 per 1,000 2 per 1,000 1.5 per 1,000 3.3 per 1,000 5 per 1,000 4-5 per 1,000
Service (Personal) 1 per 400 1 per 400 1 per 530 2 per 1,000 2 per 1,000 2 per 1,000
Drive in 10 per 1 000 10 per 1 000 7.5 per 1,000 12 per 1.000 10 per 1 000 2 per 1 000
Establishment
Auto Repair 1 per 400 1 per 400 1 per 530 case by case 1 per 400 1 per 400
Manufacturing 1 per 1,000 1 per 1,000 1 per 1,330 case by case 1 per 1,000 1-1.5 per 1,000
Medical Office 5 per 1,000 5 per 1,000 5 per 1,000 5 per 1,000 5 per 1 000 5 per 1,000
Hospitals 2 per bed 2 per bed 1 per 3 beds 1 per 3 beds 1 per 3 beds. 1 1 per 3 beds, 1
per doctor and per doctor, and
1 per 3 staff 1 per 3 staff
Auditoriums 1 per 3 seats 1 per 3 seats 1 per 4 seats case by ease 1 per 4 seats 1 per 4 seats
Bowling Alleys 5 per lane 5 per lane 4 per lane case by case 5 per lane 5 per lane
Churches 1 per 5 seats 1 per 5 seats 1.5 per 10 1 per 5 seats 1 per 5 seats 1 per 5 seats
scats
Note: Current ordinances adopted prior to adoption of King County Guidelines for Commuter Parking Policies,
approved 11/9/93
a) Federal Way as a new city prepared ordinance based on City of Kirkland
b) Recommendations from Downtown Kent Parking Study March 2, 1994 All office and employment (except retail)
maximum 3 0 per 1 000 6/95 reducing to 1.5 per 1 000 after July, 1999
c) Renton defines minimums and maximums.
d) Proposed requirement for downtown reflects a 25 percent reduction from existing, when reduced.
e) Gross floor area(gfa)
APPENDIX B
CITY OF AUBURN
COMMUTE TRIP REDUCTION ORDINANCE
MAR-16-1995 15.31 CITY OF RUBUKN Gbb7S1JOS P 02/12
Title 10
VEHICLES AND TRAFFIC
Chapters:
10.02 Commute Trip Reduction (CTR) Plan
10. 04 Model Traffic Ordinance Adopted by Reference
10. 05 Specified Sections of the 1994 Omnibus Drunk
Driving Act and RCW 46.20.730 Adopted by Reference
10.08 Traffic Violations Bureau
10. 12 Traffic Regulations
10. 14 Repealed
10. 16 Driving When License Suspended or Revoked
10.20 Arterials
10.24 One-way Streets and Alleys
10. 28 Street Use Restrictions
10.32 School Patrol
10.36 Stopping, Standing and Parking
10.40 Municipal Off-street Parking
10.44 Abandoned Vehicles on Private Property
10.48 Abandoned Vehicles on Public Property
10.52 Compression Brakes
10. 56 Bicycles
10.58 Skateboard, Roller Skates and Coasters
10. 60 Motorcycles
10. 64 Parades
Chapter 10.02
COMMUTE TRIP REDUCTION
(CTR) PLAN
Sections:
10. 02 . 010 Definitions.
10. 02.020 Commute trip reduction goals.
10.02. 030 Designation of CTR zone and base year values.
10.02 . 040 City of Auburn CTR plan.
10. 02 . 050 Responsible agency.
10.02 . 060 Applicability.
10.02.070 Requirements for employers.
10. 02. 080 Recordkeeping.
10.02 .090 Schedule and process for CTR reports, program
review and implementation.
10.02 . 100 Requests for waivers/modification of CTR
requirements.
10.02.110 Credit for transportation demand management
efforts.
10.02.120 Appeals.
10.02.130 Enforcement.
10.02.010 Definitions.
For the purpose of this chapter, the following definitions shall
apply in the interpretation and enforcement of this chapter:
A. "Affected employee" means a full-time employee who is
(Revised 1/95)
MAR-16-1995 15 31 CITY OF HUbURN 40b7313053 P 03/12
scheduled to begin his or her regular work day at a single
worksite between 6: 00 a.m. and 9: 00 a.m. , inclusive, on two or
more weekdays per week for at least 12 continuous months.
Shareholders, principles and associates in a corporation, general
or limited partners in a partnership and participants in a joint
venture are to be considered employees.
B. "Affected employer" means a public or private employer
that, for 12 continuous months, employs 100 or more full-time
employees at a single worksite who are scheduled to begin their
regular work day between 6: 00 a.m. and 9:00 a.m. , inclusive, on
two or more weekdays. The individual employees may vary during
the year. Construction worksites, when the expected duration of
the construction is less than two years, are excluded from this
definition.
C. "Alternative mode" means any type of commute
transportation other than that in which the single-occupant motor
vehicle is the dominant mode, including telecommuting and
compressed work weeks, if they result in reducing commute trips.
D. "Alternative work schedules" means programs such as
compressed work weeks that eliminate work trips for affected
employees.
E. "Base year" means the period from January 1, 1992,
through December 31, 1992 , on which goals for vehicle miles
traveled (VMT) per employee and proportion of single-occupant
vehicle (SOV) trips shall be based.
F. "City" means the city of Auburn.
G. "Commute trips" mean trips made from a worker's home to a
worksite with a regularly scheduled arrival time of .6: 00 a.m. to
9:00 a.m. , inclusive, on weekdays.
H. "CTR plan" means the city's plan to regulate and
administer the CTR programs of affected employers within its
jurisdiction.
I. "CTR program" means an employer's strategies to reduce
affected employees' SOV use and VMT per employee.
J. "CTR zone" means an area, such as a census tract or
combination of census tracts, within the city characterized by
similar employment density, population density, level of transit
service, parking availability, access to high occupancy vehicle
facilities, and other factors that are determined to affect the
level of SOV commuting.
K. "Compressed work week" means an alternative work schedule
in accordance with employer policy that regularly allows a
full-time employee to eliminate at least one work day every two
weeks by working longer hours during the remaining days,
resulting in fewer commute trips by the employee. This definition
is primarily intended to include weekly and biweekly
arrangements, the most typical being four 10-hour days or 80
hours in nine days, but may also include other arrangements.
Compressed work weeks are understood to be an ongoing
arrangement.
L. "Dominant mode" means the mode of travel used for the
greatest distance of a commute trip.
M. "Employee" means anyone who receives financial or other
(Revised 1/95)
MAR-16-1995 15 32 CITY OF AUBURN 2069313053 P 04/12
remuneration in exchange for work provided to an employer,
including owners or partners of the employer.
N. "Employer" means a sole proprietorship, partnership,
corporation, unincorporated association, cooperative, joint
venture, agency, department, district or other individual or
entity, whether public, nonprofit, or private, that employs
workers.
0. "Flex-time" is an employer policy allowing .individual
employees some flexibility in choosing the time, but not the
number, of their working hours to facilitate the use of
alternative modes.
P. "Full-time employee" means a person other than an
independent contractor scheduled to be employed on a continuous
basis for 52 weeks per year for an average of at least 35 hours
per week.
Q. "Implementation" means active pursuit by an employer of
the CTR goals stated in RCW 70.94. 521 through 70.94.551 and in
this chapter as evidenced by appointment of a transportation
coordinator, distribution of information to employees regarding
alternatives to sOV commuting, and commencement of other measures
according to their CTR program and schedule.
R. "Mode" means the type of transportation used by
employees, such as single-occupant motor vehicle, rideshare
vehicle (carpool/vanpool) , transit, ferry, bicycle, and walking.
s. "Peak period" means the hours from 6:00 a.m. to 9:00
a.m. , inclusive, Monday through Friday, •except. legal holidays.
T. "Peak period trip" means any employee trip that delivers
the employee to begin his or her regular workday between 6:00
a.m. and 9:00 a.m , inclusive, Monday through Friday, except
legal holidays.
U. "Proportion of single-occupant vehicle trips" or "Soy
rate" means the number of commute trips over a set period made by
affected employees in SOVs divided by the number of affected
employees working during that period.
V. "Single-occupant vehicle (SOV) " means a motor vehicle
occupied by one employee for commute purposes, including a
motorcycle.
W. "Single-occupant vehicle (SOV) trips" means trips made by
affected employees in SOVs.
X. "Single worksite" means a building or group of buildings
on physically contiguous parcels of land or on parcels separated
solely by private or public roadways or rights-of-way occupied by
one or more affected employers.
Y. "Telecommuting" means the use of telephones, computers,
or other similar technology to permit an employee to work from
home, eliminating a commute trip, or to work from a work place
closer to home, reducing the distance traveled in a commute trip
by at least half.
Z. "Transportation management association (TMA) " means a
group of employers or an association representing a group of
employers in a defined geographic area. A TMA may represent
employers within specific city limits, or may have a sphere of
influence that extends beyond city limits.
(Revised 1/95)
MAR-16-1995 15 32 CITY OF AUBURN tbby313053 P 05/12
AA. "Vehicle miles traveled (VMT) per employee" means the sum of
the individual vehicle commute trip lengths in miles made by
affected employees over a set period divided by the number of
affected employees during that period.
BB. "Waiver" means an exemption from CTR program requirements
granted to an employer by the city based on unique conditions
that apply to the employer or employment site.
CC. "Week" means a seven day calendar period, starting on Monday
and continuing through Sunday.
DD. "Weekday" means any day of the week except Saturday or
Sunday. (Ord. 4602 2, 1993 . )
10.02. 020 Commute trip reduction goals.
The commute trip reduction goals for employers affected by this
chapter are to achieve the following reductions in vehicle miles
traveled per employee as well as in the proportion of
single-occupant vehicles from the 1992 base year value of
Auburn's CTR zone:
A. 15 percent by January 1, 1995;
B. 25 percent by January 1, 1997;
C. 35 percent by January 1, 1999. (Ord. 4602 2, 1993 . )
10.02 .030 Designation of Cm one and base year values.
Employers in the city are included within the South King County
CTR zone which is designated by the boundaries shown on the map
in Attachment "B" to this chapter and incorporated herein. -
The base year value of this zone for proportion of SOV trips
shall be 85 percent. The base year value for vehicle miles
traveled (VMT) per employee shall be set at 9.3 miles. Commute
trip reduction goals for major employers shall be calculated from
these values. Therefore, affected employers in the city shall
establish programs designed to result in SOV rates of not more
than 72 percent in 1995, 64 percent in 1997, and 55 percent in
1999 and VMT per employee of not more than 7.9 miles in 1995, 7.0
miles in 1997, and 6. 0 miles in 1999. (Ord. 4602 2, 1993 . )
10.02.040 City of Auburn CTR plan.
The 1992 city of Auburn CTR plan is set forth in Attachment AN
to this chapter and incorporated herein. The city's CTR plan
shall be reviewed annually by the city council and revised if
necessary to be consistent with applicable plans developed under
RCW 36.70A.O7O. (Ord. 4602 2, 1993. )
10.02.050 Responsible agency.
The city public works department shall be responsible for
implementing this chapter, the CTR plan, and the city's CTR
program for its own employees. (ord. 4602 2, 1993. )
10.02.060 Applicability.
The provisions of this chapter shall apply to any affected
employer at any single worksite within the corporate limits of
the city. Employees will only be counted at their primary
worksite. The following classifications of employees are excluded
(Revised 1/95)
MAR-16-1995 15 C2 CITY OF AUt3UKN 26b`J.51305i P 06/12
from the counts of employees: (1) seasonal agricultural
employees, including seasonal employees of processors of
agricultural products and (2) employees of construction worksites
when the expected duration of the construction is less than two
years.
A. Notification of Applicability.
1. Known affected employers located within the city
shall be notified in writing by certified mail that they are
subject to the provisions of this chapter.
2 . Affected employers that, for whatever reason, do not
receive written notice, must identify themselves to the city upon
determining they are defined as "affected employers" . Once they
identify themselves, such employers will be granted 150 days
within which to develop and submit a CTR program.
3 . Any existing employer of 75 or more persons who
obtains a business license or business registration from the city
will be required to complete an employer assessment form to
determine whether or not an employer will be deemed affected or
non-affected in accordance with the provisions of this chapter.
B. New Affected Employers. Employers that meet the
definition of "affected employer" in this chapter must identify
themselves to the city within 180 days of either moving into the
boundaries of the city or increasing employment at a .worksite to
100 or more affected employees. Once they identify themselves,
such employers shall be granted 150 days to develop and submit a
CTR program. New affected employers shall have two years to meet
the first CTR goal of a 15 percent reduction from the base year
values identified in ACC 10.02.030; four years to meet the second
CTR goal of a 25 percent reduction; and six years to meet the
third CTR goal of a 35 percent reduction from the time they begin
their CTR program.
C. Change in Status as an Affected Employer. Any of the
following changes in an employer's status will change the
employer's CTR program requirements:
1. If an affected employer can document that it faces
an extraordinary circumstance that will change its status as an
affected employer, it can apply for a waiver pursuant to ACC
10. 02. 100(A) .
2 . If an employer initially designated as an affected
employer no longer employs 100 or more affected employees and has
not employed 100 or more affected employees for the past 12
months, that employer is no longer an affected employer. It is
the responsibility of the employer to provide documentation to
the city that it is no longer an affected employer.
3 . If the same employer returns to the level of 100 or
more affected employees 12 or more months after its change in
status to an "unaffected" employer, that employer shall be
treated as a new affected employer and will be subject to the
same program requirements as other new affected employers. (Ord.
4602 2 , 1993. )
10.02.070 Requirements for employers.
An affected employer is required to develop and implement a CTR
(Revised 1/95)
MRR-16-1995 15 33 CITY OF AUBURN 2069313053 P 07/12
program that will encourage its employees to reduce VMT per
employee and SOV commute trips. The CTR program must include the
mandatory elements described herein, including submittal of a CTR
program description and annual progress report. Transportation
management associations may submit CTR program descriptions and
annual reports on behalf of employers; however, each employer
shall remain accountable for the success of its own program.
A. Description of Employer's CTR Program. Each affected
employer is required to submit a description of its CTR program
to the city on the official form available from the public works
department. At a minimum, the employer's description must
include:
1. General description of each employment site location
within the city limits, including transportation characteristics,
surrounding services, and unique conditions experienced by the
employer or its employees;
2 . Number of employees affected by the CTR program;
3 . Documentation of compliance with the mandatory CTR
program elements as described in subsection B of this section;
4. Description of the additional elements included in
the CTR program; and
5. Schedule of implementation, assignment of
responsibilities, and commitment to provide appropriate resources
to carry out the CTR program.
B. Mandatory Program Elements. Each employer's CTR program
shall include the following mandatory elements:
1. Transportation Coordinator. The employer shall
designate a transportation coordinator to administer the CTR
program. The coordinator's and/or designee's name, location, and
telephone number must be displayed prominently at each affected
worksite. The coordinator shall oversee all elements of the
employer's cTR program and act as liaison between the employer
and the city. An affected employer with multiple sites may have
one transportation coordinator for all sites.
2. Information Distribution. Information about
alternatives to SOV commuting shall be provided to employees at
least once a year. This shall consist of, at a minimum, a summary
of the employer's CTR program, including ETC name and phone
number. Employers must also provide a summary of their CTR
program to all new employees at the time of hire. Each employer's
CTR program description and annual report must describe what
information is to be distributed by the employer and the method
of distribution.
3. Annual Progress Report. The CTR program must include
an annual review of employee commuting and of progress toward
meeting the SOV reduction goals. Affected employers shall file a
progress report annually with the city. The employer should
contact the city's public works department for the format of the
report. Survey information or alternative information approved by
the public works director shall be required in the 1995, 1997 and
1999 reports.
4. Additional Program Elements. In addition to the
specific CTR program elements described above, the employer's CTR
(Revised 1/95)
MAR-16-1995 15.33 CITY OF AUBURN 2069313053 P 08'12
program shall include a set of measures designed to meet CTR
goals. (Ord. 4602 2, 1993 . )
10. 02. 080 Recordkeeping.
Affected employers shall maintain all records as required by the
public works director. (ord. 4602 2, 1993. )
10.02 . 090 schedule and process for CTR reports, program review
and implementation.
A. CTR Program. The employer shall develop a CTR program and
shall submit to the city a description of such CTR program for
review not more than six months after the effective date of this
chapter or within six months after an employer becomes subject to
the provisions of this chapter.
B. CTR Annual Reporting Date. Employers will be required to
submit an annual CTR report to the city beginning with the first
annual reporting date assigned during the initial CTR. program
submittal. The annual reporting date shall be no less than 12
months from the day the initial CTR program description is
submitted. Subsequent years' reports will be due on the same date
each year.
C. Content of Annual Report. The annual progress report
shall describe each of the CTR measures that were in effect for
the previous year, the results of any commuter surveys undertaken
during the year, and the number of employees participating in CTR
programs—Survey information or alternative information approved
by the public works director must be provided in the 1995, 1997,
and 1999 reports.
D. Program Review. The city shall provide the employer with
written notification indicating whether a CTR program was
approved or deemed unacceptable.
1. Initial CTR program descriptions will be deemed
acceptable if all required information on the program description
form is provided.
2. Annual reports will be deemed acceptable if the
annual report form is complete and contains information about
implementation of the prior year's CTR program elements and
proposed new program elements and implementation schedule. Annual
reports must also contain a review of employee commuting and
report of progress toward meeting SOV goals.
3. Beginning in 1995, the CTR programs described in the
annual reports will be deemed acceptable if either the Sov trip
or the VMT per employee goals have been met. If neither goal has
been met, the employer must propose modifications designed to
make progress toward the applicable goal in the coming year. If
the revised program is not approved, the city shall propose
modifications to the program and direct the employer to revise
its program within 30 days to incorporate those modifications or
modifications which the jurisdiction determines to be equivalent.
E. Implementation of Employer's CTR Program. The employer
shall implement the approved CTR program not more than 180 days
after the CTR program was first submitted to the city unless
extensions allow for late implementation. Implementation of CTR
(Revised 1/95)
MAR-16-1995 15 34 CITY OF AUBURN 2069313053 P 09/12
programs that have been modified based on non-attainment of CTR
goals must occur within 30 days following city approval of such
modifications. (Ord. 4602 2, 1993 . )
10.02. 100 Requests for waivers/modification of CTR requirements.
A. Waivers. An affected employer may request the city to
grant a waiver from CTR program requirements for a particular
worksite. A waiver may be granted if and only if the affected
employer demonstrates that it faces an extraordinary circumstance
as a result of the characteristics of its business, its work
force, or its location(s) and is unable to implement measures
that could reduce the proportion of Soy trips and VMT per
employee. Requests for waivers applying to the initial CTR
program submittal are due within three months after the employer
has been notified that it is subject to chapter and thereafter
requests can be made at any time. Requests must be made in
writing by certified mail or delivery, return receipt. The city
shall review annually all employers receiving waivers and shall
determine whether the waiver will continue to be in effect during
the following CTR program year.
B. Goal Modification. Any affected employer may request a
modification of CTR program goals. Grounds for granting
modification are limited to the following:
1. An affected employer can demonstrate it requires:
a. Significant numbers of its employees to use the
vehicles they drive to work during the work day for work
purposes, that no reasonable alternative commute mode exists for
these employees, and that the vehicles cannot reasonably be used
for carpools or vanpools; and/or
b. Some employees to work variable shifts during
the year, so that these employees sometimes begin their shifts
within the 6: 00 a.m. to 9:00 a.m. time period and other times
begin their shifts outside that time period; provided that, if
there are a significant number of employees who work an identical
shift rotation, such employees shall be part of the employer's
CTR program measurement, as they form enough of a consistent pool
to maintain ridesharing arrangements.
If the employer provides documentation indicating how many
employees meet either of these conditions, the applicable goals
will not be changed, but the employees who fall into these
categories will not be included in the calculations of proportion
of SOV trips and VMT per employee used to determine the
employer's progress toward CTR program goals.
2. An affected employer demonstrates that its worksite
is contiguous with a CTR zone boundary and that the worksite
conditions affecting alternative commute options are similar to
those for employers in the adjoining CTR zone. Under this
condition, the employer's worksite may be made subject to the
same goals for VMT per employee and proportion of soy trips as
employers in the adjoining CTR zone.
3 . Employers may only request a modification based on
conditions 1 and 2 above within three months after being notified
that they are subject to this chapter.
(Revised 1/95)
MAR-16-1995 15.34 CITY OF AUBURN 2069313053 P 10/12
4. Unanticipated conditions, such as unavailability of
alternative commute modes due to factors related to the worksite,
an employer's work force, or characteristics of the business that
are beyond the employer's control. A request for goal
modification based on this condition must be made by the
employer's assigned reporting dates in 1995 and 1997.
5. Relocation of a worksite to another CTR zone.
Requests for goal modification based on this condition may be
made at any time. All requests for modification of CTR program
goals must be made in writing by certified mail or delivery,
return receipt.
C. Modification of CTR Program Elements. If an employer
wants to change a particular aspect of its CTR program during the
period of time between annual reporting dates, the employer must
contact the city.
D. Extensions. An employer may request.iadditional time to
submit a CTR program or CTR annual progress report, or to
implement or modify a program for reasonable causes.
1. Such requests shall be made in writing to the city's
public works director before the due date for which the extension
is being requested. In addition, all requests for extensions must
be made prior to the due date anytime a program submission is
going to be more than one week late.
2 . Extensions shall not exceed 90 days. Employers shall
be limited to a total of 90 allowed extension days per year.
3 . Extensions shall not exempt an employer from any
responsibility in meeting CTR program goals. Extensions granted
due to delays or difficulties with any program element(s) shall
not be cause for discontinuing or failing to implement other CTR
program elements.
4. An employer's annual reporting date shall not be
adjusted permanently as a result of these extensions. An
employer's annual reporting date may be extended at the
discretion of the public works director. (Ord. 4602 2, 1993. )
10. 02.110 Credit for transportation demand management efforts.
A. Credit for Programs Implemented Prior to the Base Year.
Employers with successful TDM programs implemented prior to the
1992 base year may apply to the city for program credit.
1. Employers whose VMT per employee and proportion of
SOV trips are already equal to or less than the goals for one or
more future goal years, and who commit in writing to continue
their current level of effort, shall be exempt from the following
year's annual report.
2. Employers applying for the program credit in their
initial 1993 program description shall be considered to have met
the 1995 CTR goals if their VMT per employee and proportion of
SOV trips are equivalent to a 12 percent or greater reduction
from the base year zone values. This three percentage point
credit applies only to the 1995 CTR goals.
3. For the initial year, employer requests for program
credit are due within three months after notification that the
employer is subject to this chapter. Requests for program credit
(Revised 1/95)
MAR-16-195 15.34 C11Y UI- HUbUkN Cbb'3313b53 r 11/14
must be received by the employer's assigned reporting dates in
1995 and 1997 for succeeding years.
4. Application for a program credit shall include an
initial program description, written commitment on an official
report form to maintain program elements, and results from a
survey of employees, or equivalent information that establishes
the applicant's VMT per employee and proportion of SOV trips.
B. Credit for Alternative work Schedules, Telecommuting,
Bicycling and Walking, by Affected Employees.
1. The city will count commute trips eliminated through
alternative work schedules, telecommuting options, bicycling and
walking as 1.2 vehicle trips eliminated. This assumption applies
to both the proportion of SOV trips and VMT per employee.
2. This type of credit is applied when calculating the
SOV and VMT rates of affected employers. (Ord. 4602 2, 1993. )
10.02.120 Appeals.
A. Employers may file a written appeal of final
administrative decisions regarding the following actions:
1. Rejection of an employer's proposed CTR program.
2 . Denial of an employer's request for a waiver or
modification of any of the requirements under this chapter or a
modification of the employer's CTR program.
3 . Denial of credits requested under ACC 10.02. 110.
B. All appeals must be filed with the city's public •works
department within 20 days after the final administrative decision
is issued. Appeals shall be heard by the city's hearing examiner
pursuant to Chapter 18. 66 ACC. Determinations on appeals shall be
based on whether the decision being appealed was consistent with
applicable state law and the Guidelines of the State Task Force.
The hearing examiner's determination shall be final unless
appealed to the city council pursuant to Auburn City Code
18. 66. 160. (Ord. 4602 2, 1993. )
10. 02.130 Enforcement.
A. Compliance. For purposes of this chapter, "compliance"
shall mean submitting required reports and documentation at
prescribed times and fully implementing all provisions in an
accepted CTR program.
B. Violations. Any violation of this chapter shall be
enforced pursuant to the provisions of Chapter 1.25 ACC. The
following actions shall constitute a violation of this chapter:
1. Failure to implement an approved CTR program, unless
the program elements that are carried out can be shown through
quantifiable evidence to meet or exceed VMT and SOV goals as
specified in this chapter. Failure to implement a CTR program
includes but is not limited to:
a. Failure of any affected employer to submit a
complete CTR program within the deadlines specified in ACC
10.02.090;
b. Failure to submit required documentation for
annual reports;
c. Submission of fraudulent data.
(Revised 1/95)
MAR-16-1995 15.35 CITY OF AUBURN 2069313053 P 12/12
2. Failure to modify a CTR program found to be
unacceptable by the city under ACC 10. 02.090 (D) .
C. Penalties. Each day of failure by an employer to (a)
implement a cTR program, or (b) modify an unacceptable CTR
program shall constitute a separate violation.
D. Exemption from Civil Liability: An employer shall not be
liable for civil penalties if failure to implement an element of
a CTR program was the result of an inability to reach agreement
with a certified collective bargaining agent under applicable
laws where the issue was raised by the employer and pursued in
good faith. Unionized employers shall be presumed to act in good
faith compliance if they: (a) Propose to a recognized union any
provision of the employer's CTR program that is subject to
bargaining as defined by the National Labor Relations Act; and
(b) Advise the union of the existence of the statute and the
mandates of the CTR program approved by the city ,and advise the
union that the proposal being made is necessary for_.compliance
with RCW 70.94.531. (Ord. 4602 2, 1993. )
(Revised 1/95)
TOTAL P 12
APPENDIX C
KING COUNTY
GUIDELINES FOR COMMUTER PARKING POLICIES
GUIDELINES FOR COMMUTER PARKING POLICIES
Proposed and endorsed by the King County Planning Directors
Approved by the Transportation Caucus: 11/9/93
Preamble:
The purpose of these guidelines is to provide a framework for local jurisdictions to use
as they review and revise their parking policies. While it is recognized they may need
some tailoring to fit the needs of individual jurisdictions, they are strongly recommended
as a means to achieve consistency among local governments in the drafting of their
parking policies.
Revision of parking codes is seen as a process requiring evaluation and modification on
an iterative basis. Local elected officials should review parking policies and codes every
few years and adjust them as transportation alternatives 'improve and experience with
their impacts gained. To implement these policy recommendations,jurisdictions will need
to monitor parking demand, perhaps on a biennial basis. The extent to which local
governments constrain parking supply will ultimately depend on the availability of
alternative transportation modes.
The incremental nature of these policies should increase the willingness of developers
and lenders to consider reduced parking supply The success of these policies will be
measured, in part, by local agencies' ability to work with the financial community to
encourage lender approval of projects with a less than traditional parking supply
POLICY GUIDELINES
I. It is recommended that cities and the County adopt policies in their
comprehensive plans to reduce reliance on single-occupant vehicles (SOVs)
by constraining supply of commuter/employee parking as called for in the
King County Countywide Planning Policies and the State Commute Trip
Reduction Task Force Guidelines.
(Background: Research has demonstrated that strategies involving parking supply and price are
the most cost-effective of all transportation demand management program elements. Parking
policy must not stand alone but must form part of a coherent transportation policy The
Countywide Planning Policies' land use element calls for jurisdictions to establish maximum
parking requirements that limit the use of SOVs in urban centers, and to establish a limit on the
number of parking spaces for SOVs in urban centers, manufacturing/industrial centers, activity
areas, and business/office parks. The parking policy review process offers an opportunity to start
to constrain supply as alternative transportation modes become available to meet the intent of
these Countywide Planning Policies.)
1
A. Encourage cities to coordinate on a subregional basis to reduce
parking requirements for office, industrial, institutional, and mixed-use t
development so that the required supply better matches demand. It is
proposed that supply outside urban centers be adjusted just to fit
existing demand at this time and drop below demand only at such time
when adequate transportation alternatives are in place. It is
recommended that supply within urban centers be set below existing
demand when improvements that provide alternative modes of
transportation are in place. Reduction of supply may be accomplished
by eliminating minimum requirements altogether, reducing minimum
requirements, and/or by establishing maximum requirements.
(Background: It is recommended that parking policy changes be agreed upon at a
countywide level and that a common framework for code changes be coordinated at a
subregional level, working through already established organizations such as ETP on the
Eastside and SCATBD in the south end. It should be noted that the policy
recommendations do not deal with retail or residential land uses, only with office,
industrial, institutional, and multi-use development.)
1 Adjust minimum parking requirements outside urban,centers to
fit the level of existing demand. Reduce.this requirement further
as transportation options increase with development of
enhanced transit service and/or as demand drops with
achievement of CTR goals.
"-a
(Background: The CTR law mandates that employers with 100 or more employees
reduce the number of SOV trips to their worksites 15%by 1995, 25%by 1997, and
35% by 1999. Because some of these SOV trips will transfer to carpools, still
requiring a parking space, this does not mean parking demand will drop by the
same percentages. Under one set of assumptions, assuming a 2% employee
growth rate per year, the projected parking reductions resulting from
implementation of the CTR law for a suburban non-CBD area would be 4% by
1995, 7.3% by 1997, and 11 4%by 1999. It is recognized these assumptions are
based on one methodology found in the CTR Task Force Guidelines and should
be tailored to individual situations in each jurisdiction. It is not recommended that
jurisdictions require less than the demand where transit service is not frequent)
2. Set the minimum parking requirements in urban centers and areas with
enhanced transit service below the level of existing parking demand.
A good benchmark would be to use the level of demand based on the
achievement of 1995 commute trip reduction goals.
(Background:.As noted above, demand for parking is expected to drop as the CTR law
is implemented. Parking supply can be tightened more in urban centers where public
transportation alternatives are already available. It should be noted that this policy is not
intended to apply to park-and-ride lots.)
2
3. Establish a maximum parking ratio for employee parking, with
administrative flexibility to allow exceptions to the maximum if
appropriate.
(Background: Even when minimum parking requirements are reduced, a
significant percentage of developers will still provide parking above the minimum
requirement if they believe the market demand is there. The State CTR Guidelines
Parkin('Policy Report recommends that maximums be set to meet actual demand,
including a cushion of 10 to 15 percent for practical capacity to guard against
spillover.)
4. Evaluate and revise parking standards on a regular basis,
starting in 1997, based on assessed impacts and effectiveness
at reducing reliance on SOVS.
(Background: This will enable jurisdictions to determine how the revised parking
standards are working and fine-tune requirements incrementally based on actual
experience.)
B. Make it easier to adjust parking to a ratio. less than the required
minimum for office, industrial, institutional and mixed-use land uses.
1 Streamline the process for new development to provide less than
the minimum where the demand for employee parking is below
normal.
(Background: A survey sent to local planning officials of 29 Washington
jurisdictions in 1991 indicated that a significant number receive requests from
developers to supply less than the minimum parking required in the local code.
However, the need to go through a lengthy variance process discourages many
developers from providing less parking than required.)
2. Establish a process and actively encourage property owners of
major worksites to reduce their parking supply, especially where
an excess exists, to support commute trip reduction goals.
(Background: Since parking codes will apply only to new and expanding
development, they will not affect existing development impacted by the CTR law
without a provision like this.)
3. Allow parking to be provided below the minimum where there are
incentives to redevelop existing sites in centers supported by
transit and where such actions do not present a situation where
"spillover" parking negatively impacts adjacent land uses.
3
(Background: Developments in areas with good transit service should be able to
provide less than the minimum even if other characteristics of the development
would not normally indicate a lower than normal demand.)
C. In addition to the code revisions suggested above, insure the following
common elements are included in individual local parking codes:
1 Encourage shared parking. (Shared parking refers to parking
spaces that can be used to serve two or more individual land
uses without conflict.)
(Background: Most jurisdictions already have provisions for shared parking in
their codes; this would merely insure that all-jurisdictions encourage-reduced
parking requirements through this means.)
2. Require reserved parking for high-occupancy vehicles close to
the front entrance of a building.
(Background: Requirements to reserve a certain ratio of the total parking area for
HOV parking are becoming more common. This may appear.as a requirement for
all development in_a certain land use category or as.arr option for developers who
wish to reduce their parking supply below the'jurisdiction standard.)
3. Set standards for bicycle parking.
(Background: Bicycling has the potential to be a.reasonable.alternative to SOV
travel both in high-density areas, where there is already a significant amount of
bicycle commuting, and in low-density areas, where there is less traffic and transit
service is minimal or unavailable. Bicycle parking should be provided as a ratio
of total parking stalls, with a minimum specified. A.higher ratio may be warranted
in dense urban areas. Bicycle parking facilities should be well-lit, secure from
theft, and located'in an area that is protected from inclement weather.)
4. Set design standards for parking lots to encourage direct
pedestrian access between sidewalks and building entrances
and to ensure that parking lots are not a barrier to pedestrians.
(Background: Typically, transit patrons have had to walk through vast expanses
of parking to get from transit stops to building entrances. One way to change this
situation is to locate employee parking to the rear and sides of a building, rather
than in front of the building.)
5. Allow parking supply to exceed the maximum standard or
provide a bonus such as increased density for developments
that provide a portion of their site for P&R use or other public
uses. This would apply primarily to new retail projects or to
existing sites that have an excess parking supply
4
(Background: Park-and-Ride capacity in King County is in short supply, and
construction of new parking costs approximately 520,000 per space. Providing
an incentive in off-street parking codes for the private sector to lease space to
transit agencies would help accommodate this need. The additional parking
supply could still be used by the development at night and on weekends.)
6. Review on-street short-term parking supply as a means of
accommodating cities' economic development needs.
(Background: The recommendations contained in this paper deal with long-term
commuter parking supply Parking supply for retail uses should be•addressed
separately by jurisdictions.)
7. Agree on a regionally consistent set of:measures for establishing
parking ratios.
(Background: It is often difficult to compare parking standards of local
jurisdictions because different measures are used to set parking ratios. For most
land uses, this measure should be spaces per.1,000 square feet of gross leasable
area. However, consistent measures for such.uses as.schools, hospitals, and
churches need to be discussed further and agreement reached.)
PARKING POLICY INITIATIVES
Local jurisdictions should develop workshops and other techniques to
promote a closer working relationship with the financial and development
communities.
II. Local jurisdictions and Metro should work together to identify parking pricing
techniques that should be implemented in the region and obtain legislative
authority at the state level to introduce such strategies.
(Background: The State CTR Task Force recommended that educational and incentive strategies
be pursued before regulatory strategies were sought to determine if CTR goals can be achieved
without the need to require parking charges. However, the need for regulator/strategies will be
reviewed by the Task Force in 1995. There are a number of King County Planning Directors that
believe pricing techniques are currently appropriate in urban centers.)
Techniques such as the following could be considered:
A. Provide tax incentives and other credits to employers that eliminate
employee parking subsidies.
(Background: Deciding to take advantage of tax incentives and credits would be voluntary
on the part of the employer or developer Several cities have expressed interest in
providing such incentives.)
5
B. Charge for parking.
(Background: There is currently no enabling legislation allowing local jurisdictions to k_
require a charge for parking at existing development. However, this is an option that can
be pursued through the SEPA process as a mitigation measure required of new
developments.)
C. Impose a parking tax on privately provided, non-commercial parking.
(Background: The 1990 Local Option Commercial.P.arking Tax is currently limited to
commercial parking businesses, which are rare outside of Seattle, and to facilities which
charge for parking. Because the Local Option Commercial Parking Tax is unable to target
free parking, it dilutes the effectiveness of the tax as a TDM tool.)
D. Encourage employers who subsidize employee parking to provide
employees the option to give up their parking space and receive a cash
amount equivalent to the parking subsidy
(Background: This parking pricing technique already being used in California requires any
employer who subsidizes an employee's parking space to give.that employee the option
of taking the market value of that parking space instead of the-free.or subsidized parking.
The only drawback to this idea is that parking is currently a tax-free benefit under IRS
regulations while employees would be taxed if they accepted the market value of parking.)
tor
6
APPENDIX D
AUBURN PARKING ORDINANCE
WITH REVISIONS
Chapter 18 52
OFF-STREET PARKING AND LOADING
Sections:
18.52 010 General.
18.52 020 Required off-street parking-Minimum standards.
18.52.030 Reductions of the quantity of required parking. Jorntuse-e€- ariaing•
facilitias.
18 52.040 Drive-in businesses.
18.52 050 Off-street parking area development and maintenance.
18.52.060 Development of required off-street parking spaces for single one-family
dwellings
18 52.070 Off-street parking lots - Location.
18.52.080 -Olt street parking-4n Teter f«.,
18.52.090 Parking space dimensional requirements.
18.52.100 Existing off-street parking reduction.
18.52.110 Fractional spaces.
18.52,120 Parking in front or side yards - Prohibited generally
18.52.125 Stacked parking,
18 52 130 Off-street loading space.
18.52.010 General.
A Off-street parking and loading lots shall be provided in accordance with the following
provisions of this chapter for every building or use hereafter erected. altered. enlarged, or
relocated.
1 Any new building, use or structure shall provide the required parking to the
standards specified in this chapter The provision of additional parking is not required for a change
of use in e is.p g buildings in the C-2 zoning district.
2 Whenever a new building replaces an existing building or there is an expansion
of an existing building within the L-2 zoning district. the requirements of this section shall apply
only if there is an increase in floor area of twenty-five (25%)percent or more (including the
cumulative increase of previous expansions after the effective date of this amending ordinance)
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3 3 Anv parking lot hereafter physically altered shall comply with all of the
provisions of this chapter except that such lot which provides five (5%) percent of its area in
landscaping shall be deemed to comply with ACC 18.50 060(H)
4. Any parcel of land that is used or is intended to be used as a parking area shall
be improved pursuant to the provisions of this chapter. This shall include all parking areas
whether or not required by this chapter except as provided in section I X 52.060 (A) and (B).
. For existing,_parking_lots.that are resurfaced in excess gf fay(50' o)_percait of
its area. then at least five (5%) percent of the entire parking area shall be landscaped consistent
with Chapter 18.50.
6. If existing parking lots are re-striped, then the new layout of the parking spaces
shall be the same as the previous nt or if changed then the changed layout shall conform
to the existing dimensional requirements of this chapter.
B These regulations shall not be retroactive to include any building or use existing at the
time of passage of this chapter except as follows:
1 When a building is located on a different site, there shall be provided off-street
parking and loading spaces as required for new buildings
2. When the number of units is increased by alteration or addition to a dwelling or
other structure containing sleeping rooms, there shall be provided off-street parking and loading
spaces for such additional units. When there are other alterations to a residential structure, the
requirements of this chapter shall apply whenever the value of such alterations or the cumulative
value of previous alterations after the effective date of this amending ordinance exceeds fifty
(50%)percent of the assessed valuation of the structure
3 When there are alterations or additions to a nonresidential building outside the
C-2 zoning district, there shall be provided off-street parking and loading spaces for any increase,
including any cumulative increase of previous additions or alterations after the effective date of
this amending ordinance. in the gross floor area or number of scats. bowling lanes or classrooms
therein, except that when the aggregate number of spaces required for such alterations or additions
is five (5) or less. the off-street parking need not be provided.
4 Whenever any existing, nonresidential use in a building outside of the C-2
zoning district is changed to another use in the same building, the requirements of this section shall
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apply in full to the new use if and only if the change in parking requirements between the old and
new uses is greater than five (5) spaces.
5 Whenever there is a change from a residential use to a nonresidential use in an
existing building; the requirements of this title shall apply in full to the new use: except that the
hearing examiner by means of a special exception. may determine that a portion of the residential
structure cannot be effectively utilized by the proposed commercial use and such area then may be
excluded from the gross floor area used to compute the parking requirement.
C. The required parking and/or loading shall have reasonable access to a public street or
alley and a capacity according to the use of the building listed in the following sections.
D Where a use is not listed. the planning director shall determine the number of required
parking and/or loading spaces based upon similar uses for which the requirements are specified.
E. Removal of required parking and/or loading spaces from practical use by obstruction.
erection of buildings, or other actions as to reduce the parking and/or loading capacity or
usefulness thereof below the minimum requirements established in this chapter is prohibited.
F "Gross floor area" includes all floor area within the exterior walls of the building
including area in halls, storage, and partitions, but excluding furnace and similar utility space used
solely to maintain the building for occupancy
G "Parking Area" includes the parking spaces together with driveways and the access to a
public-street.
H. 'Gross leasable area is the gross floor area reduced by the area of public lobbies,
common mall areas, permanently designated corridors, and atriums or courtyards provided solely
for pedestrian or merchandise access to the building from the exterior, and/or for aesthetic
enhancement or natural hghtingpurposes.
18.52 020 Required off-street parking- Minimum standards.
The number of off-street parking spaces shall be determined for each principal use of the land.
building, or structure. For ancillan•uses to the principal use, required parking shall be calculated
the same as for the principal use, or as otherwise provided for in this chapter Parkine
requirements in downtown are eligible for a reduction pursuant to 18.52.030(A)
A Residential.
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1 Single-family one (1) parking space per two-bedroom dwelling,two (2) parking
spaces per three (3) or more bedroom dwelling;
2. Two-family (duplex): one and one-half(1-1/2) parking spaces per one bedroom
and two bedroom living units. two (2) parking spaces per three (1) or more bedroom living units:
3 Multifamily one and one-half(1-1/2) parking spaces per one-bedroom and two-
bedroom units. two (2)parking spaces per three (3) or more bedroom units. for developments in
excess of fifty(50) dwelling units, one (1) screened space for each ten (10) dwelling units shall be
provided for recreational vehicles,
4 Mobile homes: one (I) parking space per one-bedroom and two-bedroom units.
two (2) parking spaces per three (3) or more bedroom units. Within mobile home parks, parking
space shall not be allowed within required setbacks: recreation and laundry areas shall provide off-
street parking spaces equal to one per each ten (10) mobile home sites within the development:
5 Boardinghouses and lodginghouses: one (1) parking space for the proprietor
plus one (1) space per sleeping room for boarders and/or lodging use plus one (1) additional space
for each four(4) persons employed on the premises:
6 Fraternities- sororities. and dormitories: one (1) parking space for each four
beds:
7 Multifamilvple dwellings, for the-tow-ieierme elderly_ operated under contract
with a public agency or subsidized under a state, local or federal programwith gevewu neat ,stst.d
housing one(1)parking space for each four three (3)(4) dwelling units, a minimum of four (4)
spaces shall be provided. A binding legal agreement must be executed guaranteeing that the
dwellings will be used exclusively for this use. The agreement shall be approved by the city
attorne. and recorded at king Count;
B Commercial Activities.
1 Auto, boat, or recreational vehicle sales or leasing; new or used: one (1) space
per 5 000 square feet of outdoor sales area. one (1) space per one thousand (1000) square feet of
showroom and services facilities. and one (1) space per each two hundred-fifty (250) square feet of
office area, but in no case shall there be less than six (6) spaces provided. The outdoor sales area
shall be paved in accordance with ACC 18.52.050(A) and landscaped in accordance with ACC
18 50 060 (H)(l);
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2. Drive-in businesses: one (1) parking space for each one hundred (100) square
feet of gross floor area.
3 Food retail stores and markets: one (I) parking space per two hundred (200)
square feet of gross floor area, a minimum of six (6) parking spaces shall be provided:
4. Mini-marts and self-service gas stations one (I) parking space per two hundred
(200) square feet of gross floor area in addition to pump island spaces:
54 Health and physical fitness clubs: one (1) space per 100 square feet of gross
floor area.
6-4. Laundry self-servic • one (I) parking space per four(4) washing machines, a
minimum of five (5) parking spaces shall be provided:
76. Manufactured home sales lots: one (I) space per five thousand (5 000) square
feet of outdoor sales area, and one (1) space per two hundred-fifty (250) square feet of office area,
87 Mortuaries or funeral homes: one (I) parking space per four(4) seats m the
assembly area, computed as seven (7) square feet of floor area per seat,
28 Motels, motor hotels and hotels: one and one-quarter (1.25) parking spaces per
sleeping unit:
l09 Motorcycle and other small engine vehicle sales and service, one (I) space
for each four hundred (400) square feet of gross floor area of the building and one (I) space for
each one thousand (1000) square feet of outdoor sales area. The outdoor sales area shall be paved
in accordance with ACC 18.52.050(A) and landscaped in accordance with ACC 18.50 060(H)(1)•
114-0 Motor vehicle repair and services: one (I) parking space per four hundred
(400) square feet of gross floor area, a minimum of three (3) spaces shall be provided:
124-1- Offices, including professional and business. banks and related activities.
one space per three hundred (300) two-hundred fifty (250)square feet of gross floor area Parking
reductions for the downtown (section 18..52.020 (A)(1)) shall not be deducted from this parking
1:Liquiremcnt. Up to four hundred (400) square feet of unfinished basement floor area used
exclusively for storage, may be excluded from the parking requirement. Unfinished basement floor
area is defined as any floor level, below the first story of a building, which floor level is not
provided sufficient light. ventilation. exit facilities, or sanitary facilities. as required for any legal
occupancy classification. (See subsection (D) of this section for doctor's offices, and clinics, etc.):
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13-14 Personal service shops: one (1) parking space per four hundred (400) square
feet of gross floor area, a minimum of two (2) shall be provided;
1443 Restaurants, nightclubs, taverns and lounges: one (1) space per one
hundred (100) square feet of gross floor area.
154-4 Shopping centers: one (1) parking space per two hundred and fifty (250)
300-square feet of gross leasable floor area.
1644 Video arcades. within a range of one (1) space per three (3) video machines
and one (1) space per one (1) machine as may be determined appropriate in the conditional usa
permit by the Planning Director. considering availability of existing parking, the nature of related
business, and expected clientele of the arcade:
746 Other retail establishments. including but not limited to appliances.
bakeries. dry-cleaning, furniture stores, hardware stores. household equipment service shops,
clothing or shoe repair shops: one (I) parking space per five hundred (500) square feet of gross
floor area,
111-7 Private lodges, with no overnight boarding facilities: one (1) parking space
per one hundred (100) square feet of gross floor arca.
C. Industrial and Manufacturing Activities.
I Manufacturing, research and testing laboratories, creameries. bottling
establishments. bakeries. canneries, printing, and engraving shops: one(I) parking space per one
thousand (1000) square feet of gross floor arca,
2. Warehouse and storage
Building Size Parking Requirements
Up to 20.000 sq. ft. I per 2.000 sq. ft. (3 minimum)
20 001 - 100 000 sq. if I per 2.500 sq. ft. (10 minimum)
100.000 sq. ft. and up 1 per 3 000 sq. Ft. (40 minimum)
3 Uncovered outdoor storage areas. which are incidental and subordinate to a
principal use that otherwise meets the parking requirements. need not provide additional parking;
4 Office space shall provide parking as required for offices.
D Medical Facilities.
I Convalescent. nursing and health institutions. one (1) parking space for each
two (2) employees. plus one (I) space for each three (3) beds:
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2. Hospitals: two (2) parking spaces for each bed;
3 Medical. dental, and other doctors offices: one (1) space per two hundred (200)
square feet of gross floor area.
E. Public Assembly and Recreation.
1 Assembly halls, auditorims. stadiums. sports arenas, and community clubs:
one (I) parking space per three (3) fixed seats, where fixed seats consist of pews or benches, the
seating capacity shall be computed upon not less than eighteen (18) linear inches of pew or bench
length per seat. Where movable chairs are provided, each seven (7) square feet of the floor area to
be occupied by such chairs shall be considered as a seat:
2. Bowling alleys: five (5) spaces per bowling lane, additional parking for food
and beverage on same premises shall be required as per Section 18.52.020 (B) (I3)and for
spectator or assembly seating as per Section 18 52 020 (E) (I):
3 Churches: one (1) parking space per five (5) seats, in computing seating
capacity and requirements for assembly area without seats, use requirements as set forth for
assembly halls per Section 18.52.020 (E) (1);
4 Dance halls and sltatin rinks. one (I) parking space per one hundred (100)
square feet of gross floor area.
5 Libraries and museums. one (I) parking space per two hundred fifty (250)
square feet of gross floor area.
6 Miniature and/or indoor golf: one (I) parking space per hole;
7 Parks: as determined by the planning director and/or hearing examiner on an
individual basis.
8 Skating,rinks ........................per four hundred (400) square feet
of gross floor area
F Educational Activities.
I Elementary and junior high schools: one and one-half(1-1/2) parking spaces for
each classroom or teaching station:
2 High schools: one (1) parking space for each employee, plus one (I) parking
space for each eight (8) students;
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3 School auditoriums, stadiums and sports arenas: see requirements as set forth in
Section 18.52.020 (E) (1);
4 Colleges and universities: upon review by Planning Director and Hearing
Examiner;
5 Nursery schools and daycare centers: one (I) parking space for each employee
plus loading and unloading areas;
6 Business and/or beauty schools: one (I) parking space per two hundred (200)
square feet of gross floor area.
G. Other Uses.
For uses not specifically identified in this chapter parking shall be provided as specified for the use
which. in the opinion of the Planning Director is most similar to the use under consideration.
H. Mixed Occupancies and-Shared Usor
1 In the case of two(2) or none-principal-uses-m4he-sal r . : .
roquir-ements--far--off-itroot-park-ing.faenliRes-sha#I--be-the--sum®f-ilia nrequirements44 therpn i+neipal
uses-computed aeparetely.
2. In order for a use to-be con,idcred a .3eparate principal use under the terms of
this section, the usos must bo physic-ally-and rnanagefially separated-ir+- -manti+er which clearly sets
the-principal--uses--a-pa{t-as--separate.bannesses or.opecationa: Star=ious"net-witnes-.assoeiated.with
single-businesses-slmald-+mot-tae-cowndered-separate usos-
3. Required off sire-t parking facilitie,3 for one use shall not be ceucrdered as
providing required-parking-facilities-fen-tiny other-AL . -is appreved
pursuant-to-ACC 44 5.24430- (Ord:4-34)4' -n
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18.52.030 Reductions of the quantity of required parking Jeint-ttse--cif-parking--facilities:
Reductions of the quantity of required parking may be allowed based upon the following
rovisions and the project location as shown in the following table.
t 2.Zone Downtown
Citywide
Waiver of Parking
..Requireinentfor diailte
of use or if addition is
smaller than 25%of floor YES NO NO
(1.8A0io(AKil
.and C2}�....
WaiVet Otp iilcmn
• Acquirement for Change
of Use orchid/non:if Or
less spaces N/A YES YES
j18.540 WW1:
and(4)).
25%Reduction of
Roquireci Parking YES YES NO
I 8'.52(030(A) f 1
•NOinretnonstranee(No
. protest a$redritent) YES YF_S NO
(18,:52.030(A)(21) . ..
.Jtiiif Useof.Parldn„ • NO NO YES
f18.52:030(B)).
•
Mixed Occutra{icie and NO NO YES
shared cues
18,52.030(C)
Rcdnced Parking DeanaLud
Stiidv YES YES YES
18.52.0301 Dif •
t'alet FP14i YES YES 1'ES
tS;52;O3itf1))
A. Downtown
I.The parking requirements of section 18.52.020 are reduced by twenty-five
percent (25%) for all uses within the Downtown as defined by Comprehensive Plan Map 3.3.
except for medical facilities (Section 18.52.020 (D)). residential uses and parcels abutting Auburn
Was'
2. ThePlamvng Director shall determine if up to ten (10%) percent of thwacking
spaces required in this chapter within the Downtown for non-residential uses may be satisfied
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through the signing of a binding. non-remonstrance (no-protest) agreement with the City. The
agreement will ultimately be utilized b the City to support the construction of new public parking
facilities that are required to meet the parking demand within the Central Business District
Factors to be considered include. 1_)_the possibility of joint use parking, 2) relationship to existing
and proposed future public lots and on-street parking, 3) impacts upon adiomme uses and 4) the
physical characteristics of the site. The Planning Director s decision is appealable to the Hearing
Examiner.
3 Doyypto n uses which qualify for the reduction ip ACC 1852.030 (AA I-)_of
this section shall not receive additional reductions through the provisions of ACC 18 52 030(B)
and (C).
i3 Joint use of parking facilities
- . .
A. Tic applicant shall show that there. is no substant ial-eonfliet-th-the-prineipal operating hours of
tbe•bnildings-or--aases--fer-whioh-the_jet...use-of'off-s4reet.pa;r-kct --faeilitie>s-ES-prepese - .Fer.4he
purposes-of this aubsestion no sebstauual conflict shall mixin Ura shari; irking-foH pieal
daytime use with typical nighttime ices. Typical daytime 11,33 may include banks. officer. retail
star . . -- . _ rtnnu€aeturing.and-wholesaletIsesypieal nighttemrx-et:,es may
include-theaters:-howlir ig-al1e-vs:-bars:-and--restaurante -€btrrehes•aaiaww•share-.parking.. with--either--a
daytime-u _ r. - heu-rs-exists-
I A reduction in the total number of required-parking spaces may be allowed
when two or more uses with different peak parking demands will share a parking facility_
2. Calculation of Shared Parking Requirements When joint use of parking
facilities is proposed, the number of required parking_spaces shall be determined by the following
procedure:
a. Multiply the minimum parking requirement for each individual use as
provided in 18.52.020 by the appropriate percentage listed in the table below for each of the five
designated time periods,,
b. Sum each of the five vertical columns for the table:
c. The minimum parking requirement is given by the highest sum
resulting from Step (2)(h),
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CALCULATION OF SHARED PARKING REQUIREMENTS
WEEKDAYS WEEK END
Night Day Evening Jy Evening
USES Midnight 9 a.m. G p.m 2 a.m t6 p
6 a.ni. 4 p.m. Midnight 6 p m. 4 a.m
Residential 100% 60% 90% 80% 90%
Office/Industrial 5% 11)0% 10% 10% 5%
Coinm./Retail (Non-office) 5% 70% 90% 10(1% 70%
Hotel/Motel 80% 80% 100% 80% 100%
Restaurant(non-fast food) 10% 50% 100% 50% 100%
Ent./Recr. (theaters,bowling alleys. etc.) 10% 40% 100% 80% 100%
Churches 5% 10% 30% 1011% 80%
All others 100% 100% 100% 100% 100%
Thcprovisions ig this section (1S 52.030 (B)) shall not result in a reduction of
more than rwentx-five (25%) percent from the requirements which would apph in the absence of
this section. These provisions shall not be applied in addition to the parking reduction for
downtown (section 18.52.030 (A)(I)).
4.13 This provision shall only_apply to netbe-€tir residential uses easept for those
rosidential uses within the commercial central busm.0s zoning districts. as d.finad by the
eomprdl nsivc plair:
5 f The off-street parking facilities to be used jointly shall be located within a
rgalkmg.distance of five-hundred (500) feet of the use which they are to serve.
6.Reductions for the loin( use of existing parking facilities may be allowed where
there has been a change in use of the existing building that reduced the parking. requirements.
Documentation of the change in use. the reduced parking requirement, the number of excess spaces
and the analysis of sections (1) and (2)_above must be submitted to the planning director for
approval.
714 The concerned parties shall execute a binding legal agreement for as long as
the joint use of parking is proposed. The agreement shall be nonrevocable. and written such that if
the joint use parking becomes unavailable, then substitute parking meeting all of the rggairenients
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of this chapter must be provided or the use must be discontinued The agreement shall be approved
by the city attorney and recorded at King County
E. The Joint use-parking propo.al shall he approve by the planning diroeter:
C. Mixed Occupancies and Shared Uses
1. In the case of two (2) or more principal uses in the same building. the total
requirements for off-streetparking facilities shall be seventy-fiveA75%) percent of the sum of the
requirements for the principal uses computed separate]. Parking reductions for the downtown
(section 18.52.030 (A))shall not be added to this provision for a reduction in parking requirements.
2 In order for a use to be considered a separate principal use under the terms of
this section, the uses must be physically and managerially separated in a manner which clearly sets
the principal uses apart as separate businesses or operations- Various activities associated with
single businesses shall not be considered separate uses.
3. Required off-street parking facilities for one use shall not be considered as
providing required parking facilities for any other use. unless joint use parking is approved
pursuant to ACC _(BI_
D Reduced Parkins Demand Stud
1. An applicant may be allowed to provide less than the required parking spaces
by submitting a parking study that describes how parking demand can be met with a reduced
parking requiremem. Reasons for reducing the parking requirement under this section may include,
but is not limited to. 1) unique characteristics of the use. 2). location adjacent to transit facilities or
3). adoption of an approved transportation demand management plan.
3. The applicant shall provide a proof of future parking plan which shows the
location for all minimum required parking spaces p conformance with all applicable requirements.
These areas shall be set aside and landscaped or treated in such a manner so that they may not be
used for parking The City may require installation of some or all of the additional spaces
whenever a need arises. If the owner fails to comply, the City may undertake the installation. A
bond shall be secured for a 5 year period to cover the costs of converting those spaces to_parlang,
The value of the bond shall be determined hs the Planning Director based upon the cost of
installing the initial parking area.
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3 The parking study and the proof of future parking plan must be approved by the
Planning Director. A binding legal agreement guaranteeing the provisions of this section shall be
gpprgyed by the elty attorney and executed and recorded at King,County
E. Valet Service
I. For public assembh and recreational uses, restaurants. funeral homes and other
uses requiring more than five hundred (500)parking spaces. an applicant may be allowed to
provide less than the number of required spaces if valet parking is to be used. A reduction in the
amount of required parking per section 18.52.020 of as high as twenty-five percent (25%) may
he permitted. depending on the size and type of the use if approved by the planning director.
2. The applicant may he required to provide aproof of future parking plan which
shows the location for all minimum required parking spaces in conformance with applicable
setback requirements. The City may require installation of sonic or all of the additional spaces
whenever a need arises. The parking study and the proof of future parking plan must be approved
by the Planning Director A binding.leg4 agreement guaranteeing the provisions of this section
shall be approved by the city attorney and executed and recorded at King Count
18.52.040 Drive-in businesses.
All banks. savings and loan associations. food dispensing establishments, and other businesses
which maintain drive-in facilities which are intended to serve customers who remain their motor
vehicles during business transactions, or are designed in such a manner that customers must leave
their automobiles temporarily in a driving lane located adjacent to the facility, shall provide
stacking space for the stacking of motor vehicles as follows:
A. Stacking Space. The drive-in facility shall be so located that sufficient stacking space is
provided for the handling of motor vehicles using such facility during peak business hours of such
a facility
B Driveway Location. The location of entrances and exits shall be determined by the city
engineer
C Shopping Centers. When located in a shopping center drive-in facilities shall provide
sufficient stacking space to handle peak business demands and shall not in any way obstruct the
normal circulation pattern of the shopping center
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18.52.050 Off-street parking area development and maintenance.
Every parcel of land hereafter used as a public or private off-street parking area shall be developed
and maintained as follows:
A. The parking areas on private property including interior driveways and access to a
public street shall be paved with asphalt concrete or, cement concrete pavement and shall have
appropriate bumper guards where needed Where a driveway crosses an improved public right-of-
way It shall be constricted with cement concrete. All asphalt pavement sections shall have a
minimum pav<cment-seetion-consicting of-two-(2) inches of Class "B" asphalt conereto, two (123
inches-ef-f+ve-eig ths-inch--(-.5X1) nnines-esashe l rmek.'and-sia-{F)-inches-of-Gfass-"A1 bank-altn
gravel or approved equal. All eonecete-pavement sections or-any alternative asphalt pavement
sections-shall be designed to support the post-development traffic loads anticipated due to the
intended use as approved by the City Engineer
B Parking areas shall be used for automobile- vehicle parking only with no sales, unless
permitted elsewhere by this title- dead storage, repair work, or dismantling of am kind
C If lighting is provided. it shall be hooded. shielded directed downward and not exceed
1/2 foot-candles at the property line. it shall be arranged to reflect-awa rom--the-resnientaal ar yns.
also-from-ani-puhhe.'street--er.highway
D Drainage facilities for stormwater are required and shall shall-be-provided-for-and be
approved by the pPublic Wworks Ddepartment.
E. Ingress and egress shall be approved as to location and design by the public works
department.
F 1 six.(6).inch extruded concrete curb shall be provided around landscaped islands,
poinsulas or similar features
GP- Driveways and parking stalls shall be clearly marked. Driveways or aisles that serve
emergency access shall have a 20-foot minimum width. an unobstructed vertical clearance of at
least 13 feet and 6 inches. (Sec UFC 90.2.2 2.1) and_be clearly marked.
HG Landscaping: see Chapter 18 50 ACC
LH. Sidewalks or pedestrian walkways shall be visibly marked with striping or
differentiated pavement.
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J#. For parking lots in excess of fifty (50)einelunndred (100) spaces- the design shall be
approved by the city engineer and the planning director Designs shall be reviewed for dimensional
and landscaping requirements.dramage,_.pavement,.pedestrian amenities, circulation,arterial
access and queuing and driveway locations. bicycle parking location. lighting. and signage.
K. The maximum grade of driveways shouldall be no more than twelve (12%) percent.
Grades of up to 15% may be allowed upon approval by the city engineer and the
planning director. A landing approach area shall be provided with a grade not exceeding
eight (8%) percent
18 52.060 Development of required off-street parking spaces for single (1) onJ family
dwellings.
For parking areas serving single-family dwellings, this section shall apply in lieu of ACC
18.52.050
A. Required oOff-street parking spaces for single (1) one family dwellings on separate lots
located in all zones except the RR zone smaller-than 15,000 :quaro feet in area shall be paved with
asphalt concrete or cement concrete. Each required-off-street parking space shall be connected to
an improved public or-private-street qr alla In, a driveway a minimum of*gill 1) feet m width
which shall be paved with asphalt concrete or cement concrete.
B Required oOff-street parking spaces for single-fancily dwellings on separate lots in the RR
zone of•l-S•NQO.er-niece square.€wet-inwacea--shall-mav have an all weather surface Each
required off-street parking space shall be connected to an improved p ie-eeprevate-street by
a driveway which shall-max'have an all weather surface. The construction of the all weather
surface shall be determined by the Cit Engineer (the driveway approach, to a paved street
shall be paved and be at least eleven (1 1) feet wide and thirty (30) feet in length.
C The pavement width of adnyeway lg serge a single family parking area shall NA. minimum
of eleven (110feet. If the driveway is a designated firelane the pavement width shall be at
least twenty (20) feet and have an unobstructed vertical clearance of at least 13 feet and 6
inches (UFC 902.2.2.1).
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18.52.070 Off-street parking lots - Location.
A Single-family dwellings: required parking shall be located on the same lot as the
building it is to sen'e.
B Multifamily dwellings. required parking may be on a contiguous lot in the same zone if
located within a walking distance of five hundred (500) feet of dwelling units. The lot shall be
legally encumbered by an easement or other appropriate means to ensure continuous use of the
parking facilities Documentation shall require review and approval of the City Attorney
C. Other uses. may be in areas other than on the premises if the required amount of
parking area is set aside for a particular use in such a lot, and such area is not located mere than
within a walking distance of five hundred (500) feet from the premises and is in the same zone as
the use. The lot or area to be utilized shall he legally encumbered by an easement or other
appropriate means to ensure continuous use of the parking facilities. Documentation shall require
review and approval of the City Attorney
D Whenever required parking facilities are located off-site, sidewalks, or an approved
pedestrian facdityies shall be provided connecting the satellite parking facility to the development
being sen'ed.whieh-are-safo. durable and ad.;quat:,to accommodate pcd>strian use If lightinc is
provided, it shall be hooded, shielded, directed downward and not exceed 1/2 foot-candles at the
propert line.
E. A permit may be issued by the hearing examiner pursuant to the hearing requirements
of ACC 18 70 040 whenever parking is to be located at a walking distance greater than five
hundred (500) feet from the use, or whenever parking for a use in a commercial or industrial zone
is to be located in a residential zone if it is found that:
1 The required parking cannot be provided as required in subsections (B) and (C)
of this section:
2. There is adequate access provided between the parking area and the use;
3 The character of the adjoining land uses would not be disrupted by the increased
pedestrian and vehicular traffic,
4 The design and configuration of the parking area is compatible with adjacent
uses.
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F The Planning Director may authorize parking for a use to be located in a different zone
(except as provided for in ACC 18.52.070(E)) if the Director makes the same findings as listed in
ACC 18.52.070(E)
18.52.080 Off street parking In-lieti-of-fees
Within-the Central-Esiness Disinct as identified-m-the-Comprehensive-Plam themarkina-spaces
requi+ed in-this-elraph r for comet rcial t SC; may be satisfied-through-the-signing of a binding, non
remonstrance agreement with the City. The agreement will ultimately be utilized by the City to
- s _ etion of-new publie-patictug-I<htcilittt.s that art required to meet the parkiug
demand--within tlte--Central-Business-Distnet
18.52.090 Parking space dimensional requirements.
A. Standard Sized Parking Spaces.
1 Standard sized parking spaces parallel to the driveway or aisle serving them
shall be a minimum of nine (9) feet wide and twents-two(221 twenty three (22) feet long.
Driveways or aisles serving standard sized parallel spaces shall be a minimum of twelve (12) feet
wide.
2. Standard sized parking spaces oriented at an angle to the driveway or aisle
serving them shall be consistent with the minimum dimensional requirements set forth by the
following table, and further defined by subsection C of this section: provided that aisle widths shall
not be less than ten (101 feet.
ONE WAY TWO WAY
A B C D D
30 9 0' 17.3' 12.0' 20 0'
45 9 0' 19 8' 15 0' 200'
60 90' 210' 180 20.0'
90 9 0' 19 0' 24 0 )4.0'
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B Compact Sized Parking Spaces
1 In any off-street parking lot up to thirty(30%)percent of the spaces may be
designated as "compact" spaces and be developed according to the minimum dimensional
requirements for compact spaces established under this section.
2. Compact sized parking spaces oriented parallel to the driveway or aisle serving
them shall be a minimum of eight (8) feet wide and twenty (20) feet long. Driveways or aisles
serving compact sized parallel parking spaces shall be a minimum of eleven (11) feet wide
3 Compact sized parking spaces oriented at an angle to the driveway or aisle
serving them shall be consistent with the minimum dimensional requirements set forth by the
following table and further defined by subsection C of this section; provided that aisle widths shall
not be less than ten (101 feet.
ONE WAY TWO WAY
A B C D D
30 8 0' 14.9' 10 0' 20.0'
45 8 0' 17 0' 13 0' 20.0'
60 80' 17.9' 160' 200'
90 8 0' 16 0' 22 0' 22.0'
4 Every compact parking space created pursuant to this section shall be clearly
identified as such by painting the word "COMPACT" in upper case block letters, using white
paint, on the pavement within the space. The additional use of signs to identify any large blocks of
compact parking spaces is encouraged. The random distribution of compact spaces or blocks of
compact spaces throughout a parking lot is also encouraged.
5 Existing parking lots may provide for compact parking spaces under the
provisions of this section; provided, that the parking lot shall comply with all provisions of this
chapter except that any parking lot which provides five (5%) percent of its area in landscaping
shall be deemed to comply with all landscaping requirements.
C When determining the minimum dimensional requirements for standard and compact
parking spaces oriented at an angle to the driveway or aisle serving them. the following figure shall
be consulted.
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A
W
s
D
D Off-street parking lots shall comply with the handicapped parking space requirements.
and any other applicable requirements of Chapter 15 44 ACC
E.-Overhang parking may be permitted.
l The overhang area need not be paved but must be landscaped with deciduous
trees planted thirty (30) feet on center and groundcover or sodded lawn provided. The
trees shall be planted to avoid conflict with the vehicles. No overhang landscape areas.
created exclusively for overhang parking, shall he considered to meet the landscape
requirements of this title The overhang landscape area must be a minimum width of five
(5) feet. however, the maximum overhang allowed into the landscaped area shall be two
(2) feet. Overhangs into otherwise required landscaped areas are not permitted unless the
width of the landscaped area is increased by at least two (2) feet and the plant material
increased accordingly
2. All parking spaces with overhangs shall have appropriate wheel stops
provided.
18.52.100 Existing off-street parking reduction.
Existing off-street parking facilities shall not be eliminated nor reduced to an amount less than that
required for new buildings unless the facility or the associated use meets the requirements of any of
the provisions of section 18.52..030
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18.52.110 Fractional spaces.
When units or measurements determining the number of required parking spaces result in
requirements of a fractional space, any fraction up to one-half shall be disregarded, and fractions
of one-half(1/2) or over shall require one (I) parking space
18.52.120 Parking in front or side yards - Prohibited generally
On any lot in any R-R, R-S, R-I R-2. R-3 and R-4 district. the off-street parking and loading
space required by this chapter shall not be provided in the required front or side yard area except as
otherwise specified in this chapter
18.52.125 Stacked parking,
Stacked parking. LE parking one car behind another, is permitted for funeral homes and single
family homes, only, unless the use has complied with the requirements of section 18.52.030 (E).
1852.130 Off-street loading space.
Buildings devoted to retail trade, retail and wholesale food markets, warehouses, supply houses.
wholesale and manufacturing trade, hotels, hospitals, laundry dry cleaning establishments or other
buildings where large amounts of goods are received or shipped, shall provide loading and
unloading space on the same premises as the building as follows.
A. Buildings of six thousand (6.000) square feet or more of floor area, one (I) off-street
loading and unloading space plus one (1) additional off-street loading space for each twenty
thousand (20,000) square feet of floor area.
B Each loading space shall be not less than ten (10) feet in width, twenty-five (25) feet in
length and fourteen (14) feet in height:
C Loading space, exclusive of driveways and/or corridors leading thereto. shall not be
considered as providing off-street parking space.
(Revised 02/13/971
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