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Zoning Commission Packet 2013 03-27-13 United City of Yorkville '`'` 800 Game Farm Road EST. , _ 1836 Yorkville, Illinois 60560 -4 Telephone: 630-553-4350 0� a 2p� Fax: 630-553-7575 AGENDA ZONING COMMISSION MEETING Wednesday, March 27, 2013 7:00 P.M. City Hall Conference Room 800 Game Farm Road 1. Welcome 2. Roll Call 3. Citizen's Comments 4. Approval of February 27,2013 meeting minutes 5. Old Business: a) Review and Commentary of Proposed Revised Zoning_Chapters • Chapter 15:Nonconforming Buildings, Structures, and Uses 6. New Business: a) Review and Commentary of Proposed Revised Zoning Chapter • Chapter 16: Off Street Parking and Loading 7. Adj ournment 8. Next meeting date: April 24,2013 ZONING COMMISSION MEETING Wednesday, February 27, 2013 7:00 p.m. Yorkville City Hall Conference Room 800 Game Farm Road, Yorkville, IL 60560 Meeting Called to Order The meeting was called to order at 7:00 p.m. and Mr. Crouch welcomed everyone. Roll Call Roll call was taken; a quorum was established. Committee Members in Attendance Jeff Baker Michael Crouch Greg Millen Phil Haugen City Officials in Attendance Krysti Barksdale-Noble, Community Development Director Jason Engberg, Community Development Intern Citizen's Comments There were no citizens in attendance. Previous Minutes Mr. Baker made a motion to approve the January 23, 2013 minutes. It was seconded; there were no discussions, corrections or additions so a motion to approve was made, seconded and unanimously accepted and the motion was carried. Mr. Crouch then turned the meeting over to Ms.Noble and/or Mr. Engberg to cover Old Business. Old Business Mr. Engberg said at the last meeting they went over the business and manufacturing districts. There were no changes to the manufacturing districts so those were omitted. He changed everything that was discussed on the Business Districts (Chapter 12), such as "mixed buildings," and added some clarity such as making sure the dwelling units are above the first floor of a permitted use and the entire first floor is used for commercial purposes. He also added some pictures that were not in the previous packet. New Business Ms. Nobel said the City Attorney and she had gone over a couple of incidences and included the zoning ordinance on things that had to be addressed and found it needed to be "cleaned up." Staff reviewed, but the City Attorney wrote the ordinance so if there are any specific questions she cannot address she will forward them to him and provide a response to the committee. (3.15) She said it was pretty straightforward until you get to the amortization period, particularly where you have the dates of 15 years or eight years. Cities have these on the books so if the area becomes a real nuisance, there is a mechanism in the ordinance to enforce the time-limit. Mr. Crouch asked who keeps track of the time and Mr. Baker asked when the clock starts. Ms.Noble explained that if the date of the ordinance that changes the use could be the date; people have been known to challenge those dates. That's why cities rarely enforce these issues unless there's a specific ordinance for a specific property they're getting complaints about; then they'll go back and do their history and research when of the ordinance changed; when they were notified; or IF they were notified. Mr. Crouch pointed out that someone has to keep track of that. Ms. Noble said that would be the City Clerk because if an ordinance ever changes the zoning criteria it requires a public hearing and then the ordinance is recorded. Mr. Baker said if they are going to set time limits, he really didn't like the time for"C — Non-Conforming Billboards and Advertising," and"E—House Trailers." He said billboards and advertising look bad before 10 years. The committee agreed to change it to five (5) years and increase "Manufacturing Districts" to ten (10) years. Mr. Baker suggested they should eliminate the old sign ordinance. Mr. Crouch said the key element is getting the City Council to recognize that the Zoning Board of Appeals is the appropriate place for it to be—it's better for it to all be in the same document. 10-15-5: EXEMPTED BUILDINGS, STRUCTURES AND USES: The types of issues listed under this ordinance are exempt from the amortization until the property is destroyed; then it would have to be rebuilt to conformance of current code. Ms.Noble asked the committee if they were comfortable with her being the determining factor of the damage with regard to fair market value. She suggested that it state, "Recommended by the Community Development Director and approved by the City Administrator." Mr. Engberg showed the group some static graphics to aid in explaining what he was doing with Chapter 7, dealing with set-back lines and heights. He used a not-to-scale mock-up quick glance of regulations—making the footprint more obvious. He is using many graphics and pictures to make it as clear as possible to clarify verbiage. Mr. Crouch said it looked very nice. Ms. Noble told the group they are in the "home stretch,"with only five chapters left—off street parking; loading; signs; telecommunications towers, antennas and facilities; and alternative energy systems. She thinks they should be done by this Fall. Mr. Crouch asked if there was any other business; there was none; a motion to adjourn was made; seconded; agreed by all. The next meeting is Wednesday,March 27. This meeting was adjourned at 7:36 p.m. Minutes respectfully submitted by: Bonnie Olsem Administrative Secretary y Memorandum EST. yeas To: Zoning Ordinance Commission From: Jason Engberg, Planning Intern 0 a CC: Krysti J. Barksdale-Noble, Community Development Director Bart Olson, City Administrator <LE ��' Date: March 27, 2013 Subject: Zoning Ordinance Update—Notes Staff has prepared Chapter 16 Off-Street Parking for the Yorkville Zoning Commission. The following comments and concerns are to be noted and considered at the meeting on March 27, 2013: • General Provisions, Application —Expansion: Expansions over 15% will be required to follow the new ordinance. This was the original amount. Should this number be changed? • General Provisions, Control of Offsite Parking Facilities: Is this a desirable process? • Off-Street Parking Regulations, Parking Space Dimensions: "The length of the stall is measured from the edge of the curb." Is this specific enough. Measurements can be taken many ways. Staff will add a graphic to the document to illustrate measurements. • Table 2 amounts were the original numbers. Do these make sense? Staff will add a graphic to the document to illustrate measurements. • Off-Street Parking Regulations, Design Standards: This can get very detailed. What types of things do you think are important when coming up with design elements? • Off-Street Parking Regulations, Location: There are studies that suggest putting parking in certain locations can have an effect on the city. Where should we put parking? • Table 3: Should we have a maximum requirement? • Bicycle Parking, Types of parking: Graphic will be added to illustrate point. • Land Banked Parking Facilities: Should the overseeing body be the Plan Commission or even permitted at a staff level during the site plan review process? • Land Banked Parking Facilities: Should separate consideration be given to PUDs as part of the Plan Commission review? • Land Banked Parking Facilities: Should the date for compliance be shorter(e.g. days)?180 • Other Note: Should we put in drive through stacking requirements? Please look over these items and be ready to discuss at the Zoning Commission meeting. From: James Binninger To: Asti Barksdale-Noble Cc: "Kathleen Field Orr";Jason Engberg Subject: RE: Non-Conforming Building,Structures and Uses Date: Monday, March 04,2013 10:34:40 AM Krysti, All your changes are fine except I do have some concerns regarding the new subsection 10-15-4.F. I understand the reason for such a section but it provides no limit as to how many extension requests can be made or what standards the Council will review to consider such a request. How about a limit of two requests or at least using the special use standards? It might be easier to just add 5 years to each time period or eliminate the timeframe for certain uses or buildings. Even changing the 10 year period to a 15 year period for nonconforming uses in manufacturing districts the timeframe began in 1974 and unless a subsequent zoning text change made those uses nonconforming the compliance date is 1989 rather than 1984. An amended section could state: F. Extensions: Requests for extensions to the amortization period may be requested before the City Council. In no case shall an extension be granted for a period longer than two (2) years nor shall more than two consecutive extensions be granted. Standards to grant an extension request shall be those same standards for a special use request in Section 10-14-6.F. Jim James W. Binninger Kathleen Field Orr & Associates 53 W. Jackson Blvd. Suite 935 Chicago, Illinois 60604 Phone: 312-382-2113 Fax: 312-382-2127 From: Krysti Barksdale-Noble [mailto:knoble @yorkville.il.us] Sent: Thursday, February 28, 2013 3:31 PM To: jwb @kfoassoc.com Cc: Kathleen Field Orr; Jason Engberg Subject: Non-Conforming Building, Structures and Uses Jim, Attached are the proposed revisions from the Zoning Commission of the recently updated Non- Conforming Building,Structures and Uses chapter of the Zoning Ordinance. Let me know if you have any comments or concerns. Best Regards, Krysti J. Barksdale-Noble, AICP Community Development Director United City of Yorkville 800 Game Farm Road Yorkville, Illinois 60560 Direct: (630) 553-8573 Fax: (630) 553-3436 Cell: (630) 742-7808 www.yorkville.il.us Draft 2/13/13 Chapter 15 NONCONFORMING BUILDINGS, STRUCTURES AND USES 10-15-1: CONTINUANCE OF USE AND STRUCTURES A. Any lawfully established use of a building or land on March 28, 1974, including any use which is rendered nonconforming by a subsequent amendment to this Title, that does not conform to the use regulations for the district in which it is located shall be deemed to be a legal nonconforming use and may be continued subject to the provisions of this Chapter. B. Any lawfully established building or structure on March 28, 1974, including any building or structure which is rendered nonconforming by a subsequent amendment to this Title, that does not conform to the regulations for the district in which it is located shall be deemed to be a legal nonconforming building or structure and may be continued in use subject to the provisions of this Chapter. 10-15-2: NONCONFORMING USES A. Relocation: A nonconforming use shall not be relocated in whole or in part to any other location on the same property or to any other property unless the nonconforming use complies with all of the regulations of the zoning district into which it relocates. B. Change in Use: A nonconforming use of land shall not be changed to any other use except to a land use, specifically enumerated in the list of permitted uses for the zoning district in which the land is located. Whenever any part of a building, structure or land occupied by a nonconforming use is changed to or replaced by a conforming use, such premises shall not thereafter be used or occupied by a nonconforming use. C. Expansion: A nonconforming use shall not be extended, expanded, enlarged or increased in any manner including, but not limited to, the following: 1. A nonconforming use that does not involve a structure or which is accessory to the nonconforming use of a structure shall not be expanded or extended to any land area not occupied by such nonconforming use. 2. A nonconforming use shall not be expanded within a structure to any portion of the floor area that was not occupied by such nonconforming use. A use permitted in the district in which it is located may expand in a nonconforming structure. D. Abandonment: A nonconforming use of any land or structure, including any accessory uses, shall not be reestablished subsequent to abandonment as follows: 1. Whenever a nonconforming use of a building or structure, or part thereof, has been discontinued for a period of twelve (12) consecutive months, or whenever there is evident a clear intent on the part of the owner to abandon a nonconforming use, such use shall not, after being discontinued or abandoned, be re-established, and the use of the premises thereafter shall be in conformity with the regulations of the district. 2. Where there is a change in use, regardless of whether or not such change was made in compliance with all applicable codes and ordinances,the nonconforming use of any land or structure shall not be reestablished. Any subsequent use of such land or structure shall comply with the regulations of the zoning district in which it is located and with the provisions of the other titles of this Code. 3. Where no building or structure is involved, discontinuance of a nonconforming use for a period of six (6) months shall constitute abandonment, and shall not thereafter be used in a nonconforming manner. 10-15-3: NONCONFORMING STRUCTURES A. Relocation: A nonconforming structure shall not be relocated in whole or in part to any other location on the same property or to any other property unless the nonconforming structure complies with all of the provisions of this Code. B. Maintenance, repair, alteration and enlargement: 1. A nonconforming structure which is designed or intended for a use that is not permitted in the zoning district in which it is located may be maintained or repaired, not including structural alterations, subject to compliance with all of the regulations of the zoning district in which it is located and with the provisions of the other titles of this Code,but such nonconforming structure shall not be altered or enlarged, unless such alteration or enlargement and the use thereof, conform to all of the regulations of the zoning district in which it is located, and does not extend or intensify the nonconforming use. 2. No structural alteration shall be made in a building or other structure containing a nonconforming use, except in the following situations: a. When the alteration is required by law, or b. When the alteration will actually result in elimination of the nonconforming use, or c. When a building is in a residential district containing residential nonconforming uses, it may be altered in any way to improve livability, provided no structural alterations shall be made which would increase the number of dwelling units or the bulk of the building. 3. A nonconforming structure which is nonconforming only with respect to the bulk regulations for the zoning district in which it is located may be maintained, repaired, altered, or enlarged, provided that the maintenance, repair, alteration, or enlargement does not establish any additional nonconformity and complies with all of the regulations of the zoning district in which it is located and the provisions of the other titles of this Code. C. Damage and destruction: 1. If a building or other structure containing a nonconforming use is damaged or destroyed by any means to the extent of fifty percent (50%) or more of its fair- market value prior to such damage, the building or other structure can be rebuilt or used thereafter only for conforming principal and accessory uses and in compliance with the provisions of the district in which it is located. 2. In the event the damage or destruction is less than fifty percent (50%) of its market value, the building or structure may then be restored to its original condition and the occupancy or use of such building or structure may be continued which existed at the time of such partial destruction. 3. In either event, restoration or repair of the building or other structure must be started within a period of six (6) months from the date of damage or destruction and completed within twenty-four(24)months. 4. The methodology for determining the extent of damage with regard to fair- market value shall be as apprevec recommended by the Community Development Director and approved by the City Administrator. 10-15-4: ELIMINATION OF NONCONFORMING USES, BUILDINGS AND STRUCTURES: The period of time during which the following nonconforming uses, buildings, or structures may continue or remain nonconforming shall be limited from March 28, 1974 or when any use, building or structure is rendered nonconforming by a subsequent amendment to this Title. Every such nonconforming use, building or structure shall be completely eliminated or removed from the premises at the expiration of the period of time specified below: A. Any nonconforming use of a building or structure having an assessed valuation not in excess of five hundred dollars ($500.00) shall be removed after two (2) years. B. All nonconforming advertising devices, such as pennants, flags, movable signs or portable outdoor displays in any business district shall be removed after two (2) years. C. Any nonconforming signs and any and all billboards and outdoor advertising structures shall be removed after five (5) years. D. Any nonconforming use of land where no enclosed building is involved, or where the only buildings employed are accessory or incidental to such use, or where such use is maintained in connection with a conforming building, shall be removed after a period of two (2)years. i . FE. In all residence districts uses permitted only in the B-2 and B-3 Districts or the manufacturing districts, and which use is located in a building, all or substantially all of which is designed or intended for a residential accessory purpose, shall be entirely discontinued and shall thereafter cease operation in accordance with the following amortization schedule: Description of Use Amortization Period Uses permitted in the B-2 and B-3 Districts: 15 years Uses permitted only in the manufacturing districts: 8-15 years F. Extensions: Requests for extensions to the elimination period may be sought before the City Council. In no case shall an extension be granted for a period longer than two (2) years. 10-15-5: EXEMPTED BUILDINGS, STRUCTURES AND USES: Wherever a lawfully existing building or other structure otherwise conforms to the use regulations of the district in which it is located, but is nonconforming only in the particular manner thereinafter specified, the building and use thereof shall be exempt from the requirements of Sections 10-4-015-4 and 10-4-015-3.B of this Chapter as follows: A. In any residence district where a dwelling is nonconforming only as to the number of dwelling units it contains, provided no such building shall be altered in any way so as to increase the number of dwelling units therein. B. In any residence district where a use permitted in the B-1 District occupies ground floor space within a multiple-family dwelling located on a corner lot. C. In any business or manufacturing district where the use is less distant from a residence district than that specified in the regulations for the district in which it is located. D. In any district where an established building, structure or use is nonconforming with respect to the standards prescribed herein for any of the following: 1. Floor area ratio; 2. Lot area per dwelling unit; 3. Yards - front, side, rear or transitional; 4. Off-street parking and loading; 5. Lot area; 6. Building height; 7. Gross floor area. Chapter 16 Off-Street Parking 10-16-1: Purpose The purpose of this Chapter is to regulate off-street parking and loading areas on private property outside the public right-of-way. The regulations are intended to achieve the following: A. Relieve traffic congestion on streets by providing adequate, but not excessive, off-street parking; B. Encourage the use of alternate forms of transportation including bicycling, transit, walking, and carpooling; C. Avoid unnecessary conflicts between vehicles, bicycles, and pedestrians; D. To minimize negative impacts on adjacent properties. 10-16-2: General Provisions A.Application The off-street parking and loading provisions in this Chapter shall apply to the following: New Development All new buildings, structures, and land uses established after the adoption of this Chapter must comply with the parking and loading regulations herein. However, if a building permit has been issued prior to adoption and construction has begun within one (1) year of the effective date, then following the parking and loading regulations are not required. Expansion When an existing building or structure increases in intensity or is expanded, the number of parking spaces and/or loading facilities must be modified to meet the parking and loading regulations. The number of parking spaces and/or loading facilities that must be modified will be determined by the unit of measurement specified for that land use herein. However, no building or structure lawfully erected or use lawfully established prior to the effective date shall be required to provide additional parking spaces and/or loading facilities unless the aggregate increase in units of measurements is greater than fifteen percent (15%). New Use Whenever the existing use of a building or structure shall hereafter be changed to a new use, parking or loading facilities shall be provided as required for such new use. However, if the said building or structure was erected prior to the effective date hereof, additional parking or loading facilities are mandatory only in the amount by which the requirements for the new use would exceed those for the existing use if the latter were subject to the parking and loading provisions of this Title. B. Existing Parking and Loading Facilities Accessory off-street parking or loading facilities which are located on the same lot as the building or use served and were in existence on the effective date shall not be required to reduce the amount of parking and loading facilities regulated in this Title. A change of occupancy is not a change of use unless the new occupant is considered in a different use classification. C. Damage or Destruction If any building, structure, or use that is in existence on the effective date is somehow damaged by fire, collapse, explosion or another cause and is reconstructed or repaired, the parking and loading facilities may be rebuilt to the original form. This shall be allowed only if the original building or use is repaired to its original form and keeps its original use. In no case shall it be necessary to restore or maintain parking or loading facilities in excess of those required by this Title for equivalent new uses in construction. [ United City of Yorkville Zoning Ordinance, Page#] Chapter 16: Off-Street Parking D. Control of Off Site Parking Facilities Where required parking facilities are provided on land other than the zoning lot on which the building or use served by such facilities is located, they shall be and remain in the same possession or ownership as the zoning lot occupied by the building or use to which the parking facilities are necessary. No such offsite parking facilities shall be authorized and no zoning certificate shall be issued where the plans call for parking facilities other than on the same zoning lot until and unless the board of zoning appeals has reviewed the plans and heard the applicant and made findings that the common ownership or possession of the zoning lot and the site of the parking facilities are reasonably certain to continue and that the offsite parking facilities will be maintained at all times during the life of the proposed use or building. E. Submission of Plot Plan Any application for a building permit, or for a certificate of occupancy where no building permit is required, shall include therewith a plot plan, drawn to scale and fully dimensioned, showing any parking or loading facilities to be provided in compliance with this title. 10-16-3: Off-Street Parking Regulations Use of Parking Areas All off-street parking areas shall continually be available for the parking of operable vehicles of intended users of the site. Required parking shall not be rented, leased, sold, or used for parking that is unrelated to the primary or accessory use of the site, except if there is a recorded shared parking agreement. Also, no off-street parking area can be used for storage of equipment or materials. All off-street parking facilities for a residential use or within a residential district must be used for passenger automobiles. These automobiles must be owned by the occupants of the dwelling structure or by the guest of the occupant. Residential parking facilities may never be used for the storage of commercial vehicles or for the parking of automobiles belonging to the employees, owners, tenants, visitors or customers of business or manufacturing establishments. Parking Space Dimensions The minimum off-street parking space dimensions are shown in Table 1: Table Minimum Parking Space Aisle Dimensions Parking Space Width Length of Space 1-Way Aisle Width 2-Way Aisle Width Angle 00 8.5' 22.0' 12.0' 24.0' 450 9.0' 20.0' 13.0' 24.0' 600 9.0' 20.0' 17.0' 24.0' 90° 9.0' 20.0' 24.0' 24.0' A. The length of the stall is measured from the edge of the curb. B. Drive aisles shall be required in the parking areas that have five (5) or more spaces. C. All required parking lots, by this code, shall comply with the accessibility requirements of the state of Illinois accessibility code and the ADA. [ United City of Yorkville Zoning Ordinance, Page#] Chapter 16: Off-Street Parking Access Each required off-street parking space shall open directly upon an aisle or driveway as stated in Table 1. This will ensure safe and efficient means of automobile access for all parking spaces. The only exception is when the facility is serviced by a parking attendant. All off street parking facilities shall be designed with appropriate means of vehicular access to a Table street or alley in a manner which will least interfere with traffic. Driveway Widths Minimum Maximum The requirements for driveway widths for residential and non-residential use Residential 8.5' 25' are shown in Table 2. All driveway Non-Residential widths are measured on the street right-of-way line. The non-residential 1 to 20 trips per day or 1 to 5 trips per hour 12' 24' driveway widths are different depending on the intensity of the use. 21 or more trips per day or more than 5 trips per 24' 36' The width must be adequate to serve hour the volume of traffic for the specific use. Design Standards Location Number of Spaces The minimum requirements for the number of spaces needed for a certain use is described in Table 3. At the time of permit review, the Zoning Administrator will assign the development a use category. If the category does not fit one of the descriptions in Table 3, then the zoning Administrator has the right to determine the amount of off-street parking needed for the building, structure, or use. Table Off-Street Minimum To Maximum Use Minimum Required Residential Uses Single Family Dwelling Unit 1 space per dwelling unit Multi Family Dwelling Unit Dwelling units with 1000 sq ft or less 1 space per dwelling unit Dwelling units with 1001 sq ft or more 2 spaces per dwelling unit Accessory Dwelling Unit 1 space per dwelling unit Elderly Housing 0.5 spaces per dwelling unit Lodging Places Motel, Hotel, Boarding House 1 space per lodging unit Bed and Breakfast 1 space per lodging unit plus 1 space for permanent residence [ United City of Yorkville Zoning Ordinance, Page#] Chapter 16: Off-Street Parking Commercial Uses Eating and Drinking Establishments 3 spaces per 1000 sq ft of floor area General Retail - grocery stores, convenience stores, specialty retail and 3 spaces per 1000 sq ft of floor area shops Bulk retail - building materials, appliances, home furnishings, and 1 space per 1000 sq ft of floor area similar large items Indoor Recreation 2 spaces per 1000 sq ft of floor area Theater,Auditorium, or Stadium 1 space per 4 seat Gas Stations No minimum General Office (including banks) 2 spaces per 1000 sq ft of floor area Personal Services 3 spaces per 1000 sq ft of floor area Commercial Services 3 spaces per 1000 sq ft of floor area Vehicle Repair 2 spaces per 1000 sq ft of floor area Mortuary or Funeral Home 1 space per 5 chapel or parlor seats Industrial Uses Manufacturing Storage, Warehouse, Wholesale Establishment Less than 150,000 sq ft 0.5 spaces per 1000 sq ft of floor area More than 150,001 sq ft 0.3 spaces per 1000 sq ft of floor area Mini-warehouse,Self-service Storage 1 space per 45 storage units plus 1 space per employee of the largest shift Community Services and Public Uses Elementary or Junior High School 1 space per classroom High School 0.25 space per student plus 1 space per staff Religious Institution 1 space per 6 seats Library, Museum, or Art Gallery 1 space per 1000 sg ft of floor area [ United City of Yorkville Zoning Ordinance, Page#] Chapter 16: Off-Street Parking 10-16-4: Shared Parking Shared parking is the use of a parking space by vehicles generated by Table 4 two or more individual land uses without conflict or encroachment. The ability to share spaces is the result of two conditions: Shared Uses 1. Vehicles accumulate at different times; either by hours, Day Parking ds, or seasons y Time/Weekday Uses Night Time/Sunday 2. Relationship of the uses allows for multiple visits in one Uses auto trip Banks Auditoriums Shared parking for multiple uses creates better pedestrian connections and reduces reliance on private vehicles because multiple Offices Churches trips may be taken by walking. Shared parking is encouraged for the benefits it provides as long as the use follows the above conditions Personal Service Bars and the standards listed below. Shops Household Bowling Alleys Shared Parking Uses Shops The uses listed in Table 4 are uses that are generally considered prime Wholesale candidates for shared parking. While these are considered the main Buildings Night Clubs uses to have shared parking, the Zoning Administrator has the final authority on what uses may or may not share parking regardless if the Clothing Shops Theaters use is listed in Table 4 or not. Standards 1. The applicant must demonstrate that the shared parking area has a sufficient amount of spaces for the uses they intend to share the area with. The Zoning Administrator may require the applicant to provide data to support the sufficient parking claim. 2. The nearest parking space shall be no further than one thousand (1,000) feet from the principal buildings, structures, or uses. The measurement shall be measured along a path that has: a. Adequate lighting b. Separation from the right-of-way c. Legal crosswalks for right-of-way crossing d. Asphalt, concrete, or similar surface material 3. A legal document between the property owners that guarantees access to the shared parking must be submitted to the Zoning Administrator. The document will be reviewed before being recorded. The termination of the agreement must be approved by the City and the owners must provide proof that each establishment meets the criteria within this Title. 10-16-5: Bicycle Parking The purpose of this section is to provide sufficient safe and convenient bicycle parking to encourage bicycling as a form of transportation, reducing traffic congestion, air pollution, wear and tear on roads, and use of fossil fuels, while fostering healthy physical activity. Types of parking The following types of bicycle parking shall be allowed: Short-Term Facilities Bicycle Rack A bicycle rack is a device that is capable of supporting a bicycle in a stable position that secures the bicycle with at least two points of contact. A single rack provides two parking spots. The rack shall be no taller than three (3)feet tall and no less than eighteen (18) inches in length. [ United City of Yorkville Zoning Ordinance, Page#] Chapter 16: Off-Street Parking Bicycle Shelter A bicycle shelter is a covered parking area and provides all-weather protection. The shelter should be designed to hold many bicycles. It is preferred that the shelter be close to other forms of transportation to encourage bicycle riding throughout the city. Long-Term Facilities Bicycle Locker A bicycle locker provides an all-weather, high security, and long term parking solution. The enclosure should be made out of durable material that will keep the bicycle safe from weather or vandalism. The locker must be able to be locked to prevent theft and it must be able to be unlocked by the user for easy access. It is preferred that bicycle lockers are placed near other forms of transportation to encourage bicycle riding throughout the city. Bicycle Station A bicycle station provides the highest level of service for long term parking. The station is intended to be a regional hub for bicycles in the area and it is expected for the station to provide services to cyclists. These services may include but are not limited to repair, lockers, showers,food and beverages, rental, and other storage facilities. Bicycle Parking Space Requirements The Requirements for bicycle parking spaces are listed in Table 5. Table 5 Bicycle Parking Space Requirements Use Number of Spaces Required Residential Multi-Family Dwelling with 4 or more units 0.5 spaces per bedroom Commercial Office Building 1 space per 20,000 sq ft of floor area General Retail 1 space per 5,000 sq ft of floor area Grocery 1 space per 2,000 sq ft of floor area Restaurant 1 space per 2,000 sq ft of floor area Parking Garage 2 spaces Outdoor Parking Lot 1 space per 20 automobile spaces Industrial Manufacturing and Warehouse 2 spaces Civic or Public Library 1 space per 8,000 sq ft of floor area Government Building 1 space per 8,000 sq ft of floor area School 1 space per 20 students of planned capacity Church Spaces for 5%of maximum expected capacity Theater Spaces for 5%of maximum expected capacity [ United City of Yorkville Zoning Ordinance, Page#] Chapter 16: Off-Street Parking 10-16-6: LAND BANKED PARKING FACILITIES Land banking allows for designating a portion of land on a site that would be required for parking to be held and preserved as open space, rather than constructed as parking. This reduces the amount of impervious surface on a site for developments which otherwise would not have enough parked vehicles to fill the minimum required parking stalls, or"bank"the spaces until such time capacity warrants their construction. A. The Zoning Board of Appeals may permit land banking of up to twenty-five percent (25%) of the required parking spaces through the variance process, subject to the following. 1. Sufficient evidence is provided by the applicant that supports the reduced parking needs. 2. Approval of a Land bank parking plan which illustrates the area proposed for land banking of parking spaces in an area suitable for parking at a future time. 3. Landscaping of the land banked area must be in full compliance of the zoning regulations and, at a minimum, landscaped with turf. As a result of the site plan review process, the Zoning Board of Appeals may require additional landscaping of the land banked area. 4. The land banked area cannot be used for any other use and must be part of the same zoning lot and all under the same ownership. 5. As part of the variance process, the applicant must show the area to be banked on the overall site plan and marked as "Land Banked Future Parking." B. Land Bank Plans Required. The owner of the property making a land bank request shall submit a detailed land banked parking plan for review and approval by the Zoning Board of Appeals. The land banked parking plan shall show both full compliance with the parking regulations of Title 10 Zoning, Chapter 16 Off-Street Parking and Loading, and the land bank area showing the reduced number of parking spaces. C. Termination of land bank. The City Council shall have the right in its sole and absolute discretion to require the property owner or successor, at any time, to construct all or a portion of the land banked parking facilities, with the Community Development Director providing notice to the owner that the land banked parking facilities must be constructed and completed within one (1)year from the date of the notice. Example: f Land Bank Parking f ~Y us` , Chapter 16: Off-Street Parking 10-16-7: Off-Street Loading Regulations and Requirements Location All required loading berths shall be located on the same zoning lot as the use served. No loading berth for vehicles over two (2)tons' capacity shall be closer than fifty feet (50') to any property zoned or used for residential purposes unless all loading and unloading activities are located completely within the building, screened by walls, solid fencing or densely planted mature shrubbery, or a combination thereof, not less than six feet (6') in height. No permitted or required loading berth shall be located within any front or corner side yard, and shall not be located within fifty feet (50') of the nearest point of intersection of any two (2) streets. Size Unless otherwise specified, a required loading berth shall be the greater of ten feet in width by at least twenty five feet in length (10' x 25') or the length of the longest delivery vehicle used in connection with such use, exclusive of aisle and maneuvering space, and shall have a vertical clearance of at least fifteen feet (15'). Access Each required off-street loading berth shall be designed with appropriate means of vehicular access to a street or alley in a manner which will least interfere with traffic movements. Surfacing All open off-street loading berths shall be improved with a compacted macadam base, not less than seven inches (7") thick, surfaced with not less than two inches (2") of asphaltic concrete or some comparable all-weather dustless material. Repair and Service No motor vehicle repair work or service of any kind shall be permitted in conjunction with loading facilities provided in any residence or business districts. Loading Spaces Not to be Used for Parking Requirements Space allocated to any off-street loading berth shall not, while so allocated, be used to satisfy the space requirements for any off-street parking facilities or portions thereof. Special Uses For special uses other than prescribed hereinafter, loading berths adequate in number and size to serve such use, as determined by the Community Development Director,shall be provided. Computation of Number of Required Off-Street Loading Spaces If in determining the number of off street loading berths as required by this Title, the computation results in a requirement of a fractional berth, any one-half (1/2) or more shall be round to the nearest whole number and counted as one loading berth. Accessory Off-Street Loading Facilities Uses for which off-street loading facilities are required herein but which are located in buildings of less floor area than the minimum prescribed for such required facilities, shall be provided with adequate receiving facilities off any adjacent alley, service drive or open space on the same lot which is accessible by motor vehicle. (Ord. 1973-56A, 3-28-74) [ United City of Yorkville Zoning Ordinance, Page#] Chapter 16: Off-Street Parking 10-16-8: SCHEDULE OF LOADING REQUIREMENTS: For the uses listed in the following table, off-street loading berths shall be provided on the basis of gross floor area of buildings or portions thereof devoted to such uses in the amounts shown herein: Table Minimum To Maximum •ff-Street Loading Requirements Use Minimum Required Gross Floor Area Required Number& Minimum (sq.ft.) Horizontal Dimensions of Berths Institutional Uses Hospitals, Sanitariums, other institutional 10,000 -200,000 1—(10'x 25') uses Nursing/Elder Care Home Facility 10,000 -200,000 1—(10' x 25') Lodging Places 10,000-200,000 1—(10'x 25') Motel, Hotel, Boarding House, Clubs and For each Lodges(without eating and drinking additional establishments) 200,000 or 1—(10'x 25') fraction thereof 10,000—20,000 1—(10'x 25') Motel, Hotel, Boarding House, Clubs and 20,000- 150,000 1—(10'x 50') Lodges with retail shops, convention halls, auditoriums, exhibition halls, or business or For each professional offices (other than accessory) additional 1—(10'x 25') 150,000 or fraction thereof Commercial Uses 10,000-20,000 1—(10'x 25') Eating and Drinking Establishments 20,000-25,000 2—(10'x 25' each) 25,000-40,000 2—(10'x 25' each) General Retail -grocery stores, convenience stores,specialty retail and 5,000—10,000 1—(10'x 25') shops Wholesale retail - building materials, Up to 200,000 1—(10'x 25') [ United City of Yorkville Zoning Ordinance, Page#] appliances, home furnishings, and similar For each large items additional 1—(10'x 50') 200,000 or fraction thereof Chapter 16: Off-Street Parking 10,000-100,000 1—(10'x 25') For each additional 100,000 or 1—(10'x 25') Banks and offices—business, professional fraction thereof and governmental to 500,000 For each additional 1—(10'x 25') 500,000 or fraction thereof 8,000—25,000 1—(10'x 25') For each Theaters additional 50,000 1—(10'x 25') or fraction thereof 10,000— 100,000 1—(10'x 25') Large Indoor Recreation (Bowling Alleys, For each etc.) additional 1—(10'x 50') 100,000 or fraction thereof Mortuary or Funeral Home 8,000—100,000 1—(10'x 25') Industrial Uses Manufacturing—production, processing, 5,000—10,000 1—(10'x 25') cleaning, servicing, testing or repair of 10,000—40,000 1—(10'x 50') materials, goods or products 40,000—100,000 2—(10'x 50' each) Up to 100,000 1—(10'x 25') Storage, Warehouse, Wholesale For each Establishment additional 1—(10'x 50') 100,000 or fraction thereof Motor Vehicle and Machinery Sales 40,000-100,000 3—(10'x 25' each) Community Services and Public Uses Auditoriums, Convention Halls, Exhibition 10,000—20,000 1—(10'x 25') Halls, Sports Arenas, Stadiums 20,000—100,000 1—(10'x 50') [ United City of Yorkville Zoning Ordinance, Page#] Sterling Codifiers, Inc. Page I of 14 Chapter 11 OFF-STREET PARKING AND LOADING 10-11-1 : PURPOSE: The purpose of this Chapter is to alleviate or prevent congestion of the public roads, and so promote the safety and welfare of the public by establishing minimum requirements for the off-street parking and loading and unloading of motor vehicles in accordance with the use to which property is put. (Ord. 1973-56A, 3-28-74) 10-11-2: GENERAL PROVISIONS: A. Scope of Regulations: The off-street parking and loading provisions of this Chapter shall apply as follows: 1. For all buildings and structures erected and all uses of land established after the effective date hereof, accessory parking and loading facilities shall be provided as required by the regulations of the district in which such buildings or uses are located. However, where a building permit has been issued prior to the effective date hereof, and provided that construction is begun within one year of such effective date and diligently prosecuted to completion, parking and loading facilities as required hereinafter need not be provided. 2. When the intensity of use of any building, structure or premises shall be increased through addition of dwelling units, gross floor area, seating capacity or other units of measurement specified herein for required parking or loading facilities, parking and loading facilities as required herein shall be provided for such increase in intensity of use. However, no building or structure lawfully erected or use lawfully established prior to the effective date hereof shall be required to provide such additional parking or loading facilities unless and until the aggregate increase in units of measurement shall equal not less than fifteen percent (15%) of the units of measurement existing upon the effective date hereof, in which event parking or loading facilities as required herein shall be provided for the total increase. 3. Whenever the existing use of a building or structure shall hereafter be changed to a new use, parking or loading facilities shall be provided as required for such new use. However, if the said building or structure was erected prior to the effective date hereof, additional parking or loading facilities are mandatory only in the amount by which the requirements for the new use would exceed those for the existing use if the latter were subject to the parking and loading provisions of this Title. http://www.sterlingcodifiers.com/codebook/printnow.php 7/27/2011 Sterling Codifiers, Inc. Page 2 of 14 B. Existing Parking and Loading Facilities: Accessory off-street parking or loading facilities which are located on the same lot as the building or use served and which were in existence on the effective date hereof or were provided voluntarily after such effective date, shall not hereafter be reduced below, or if already less than, shall not further be reduced below, the requirements of this Title for a similar new building or use. C. Permissive Parking and Loading Facilities: Nothing in this Title shall be deemed to prevent the voluntary establishment of off-street parking or loading facilities to serve any existing use of land or buildings; provided, that all regulations herein governing the location, design, improvement and operation of such facilities are adhered to. D. Damage or Destruction: For any conforming or legally nonconforming building or use, as restricted by Chapter 10 of this Title, which is in existence on the effective date hereof, which subsequently hereto is damaged or destroyed by fire, collapse, explosion or other cause, and which is reconstructed, re-established or repaired, off-street parking or loading facilities equivalent to any maintained at the time of such damage or destruction shall be restored or continued in operation. However, in no case shall it be necessary to restore or maintain parking or loading facilities in excess of those required by this Title for equivalent new uses in construction. E. Control Of Off Site Parking Facilities: Where required parking facilities are provided on land other than the zoning lot on which the building or use served by such facilities is located, they shall be and remain in the same possession or ownership as the zoning lot occupied by the building or use to which the parking facilities are necessary. No such off site parking facilities shall be authorized and no zoning certificate shall be issued where the plans call for parking facilities other than on the same zoning lot until and unless the board of zoning appeals has reviewed the plans and heard the applicant and made findings that the common ownership or possession of the zoning lot and the site of the parking facilities are reasonably certain to continue and that the off site parking facilities will be maintained at all times during the life of the proposed use or building. F. Submission Of Plot Plan: Any application for a buildingpermit, or for a certificate of occupancy where no building permit is required, shall include therewith a plot plan, drawn to scale and fully dimensioned, showing any parking or loading facilities to be provided in compliance with this title. (Ord. 1973-56A, 3-28-1974) 10-11-3: OFF STREET PARKING REGULATIONS AND REQUIREMENTS: http://www.sterlingcodifiers.com/codebook/printnow.php 7/27/2011 Sterling Codifiers, Inc. Page 3 of 14 A. Use Of Parking Facilities: Off street parking facilities accessory to residential use and development in any residential district in accordance with the requirements of this chapter shall be used solely for the parking of passenger automobiles owned by occupants of the dwelling structures to which such facilities are accessory or by guests of said occupants. Under no circumstances shall required parking facilities accessory to residential structures be used for the storage of commercial vehicles or for the parking of automobiles belonging to the employees, owners, tenants, visitors or customers of business or manufacturing establishments. B. Joint Parking Facilities: Off street parking facilities for different buildings, structures or uses, or for mixed uses, may be provided collectively in any zoning district in which separate parking facilities for each constituent use would be permitted; provided, that the total number of spaces so located together shall not be less than the sum of the separate requirements for each use. C. Size: Required minimum off street parking dimensions shall be as shown in this subsection: Angle Of Parking Space Width Of Space Length Of Space Parallel parking 8 feet 20 feet 45° angle parking 9 feet 17 feet 60° angle parking 9 feet 19 feet 90° angle parking 11 8.5 feet 1 18.5 feet Notes: 1. Stall length measured to edge of curb. 2. Aisle width minimum design. 3. Length of space is measured perpendicularly from the edge of the aisle to the curb line. 4. Where parallel parking is used the end stalls shall be at least 22 feet long, or appropriate tapers be provided for improved access: a. One-way minimum design: 12 feet aisle width. b. Two-way minimum design: 24 feet aisle width. http://www.sterlingcodifiers.com/codebook/printnow.php 7/27/2011 Sterling Codifiers, Inc. Page 4 of 14 5. Barrier free accessibility: All required parking lots, by this code, shall comply with the accessibility requirements of the state of Illinois accessibility code and the ADA. D. Access: Each required off street parking space shall open directly upon an aisle or driveway of such width and design as to provide safe and efficient means of vehicular access to such parking space, unless the parking facilities are serviced by a parking attendant. All off street parking facilities shall be designed with appropriate means of vehicular access to a street or alley in a manner which will least interfere with traffic movements. 1. Residential Driveways: The maximum width for a residential driveway, for single-family detached units, measured at the street right of way line is twenty five feet (25') when the required setback from the street with driveway access is thirty feet (30') or more. The maximum width for a residential driveway measured at the street is thirty feet (30') when the required setback from the street right of way with driveway access is less than thirty feet (30'). ra The maximum width for a residential driveway, for single-family attached units, measured at the street right of way line is twenty five feet (25') regardless of setback. Shared parking areas shall be provided within single-family attached unit developments providing 0.5 space per unit up to twenty (20) units and 0.25 space per unit beyond twenty (20) units. The maximum width for a residential driveway, for single-family detached units, measured at the street right of way line is twenty five feet (25') for units fronting on a cul-de-sac bulb. 2. Nonresidential Driveways: Driveway width shall be adequate to serve the volume of traffic and provide for rapid movement of vehicles off of major thoroughfares. Trips Per Day (1 To 20) Trips Per Day (21 Or More) Or Or Trips Per Hour (1 To 5) Trips Per Hour (More Than 5) Driveway width at right of 12 feet minimum 24 feet minimum way 24 feet maximum 36 feet maximum http://www.sterlingcodifiers.com/codebook/printnow.php 7/27/2011 Sterling Codifiers, Inc. Page 5 of 14 Note: 1.Unless approved by the city engineer. E. In Yards: Off street parking spaces may be located in any yard defined by this title. F. Design And Maintenance: 1. Open And Enclosed Parking Spaces: Accessory parking spaces located on the same lot as occupied by the use served may be open to the sky or enclosed in a building. Accessory parking spaces located in a residence district elsewhere than on the same lot occupied by the use served shall be open to the sky except when otherwise allowed as a special use. 2. Aprons: Driveway aprons shall not widen the driveway more than five feet (5') in total width when measured at the curb/street edge. 3. Distance To Existing Street Intersections: Residential driveways shall be a minimum of fifty feet (50') when measured from the driveway edge to the nearest intersecting street right of way line. Commercial driveways shall be a minimum of two hundred feet (200') when measured from driveway edge to the nearest intersecting street right of way line. } street Driveways not meeting the minimum distances may be approved administratively by the city administrator with a recommendation to approve made by the city engineer. If administrative approval is not granted, a variance must be approved as described by section 10-14-5 of this title. 4. Driveway Edge/Curb Radius: The maximum radius for a driveway edge/curb for a driveway entrance is twenty feet (20'). http://www.sterlingcodifiers.com/codebook/printnow.php 7/27/2011 Sterling Codifiers, Inc. Page 6 of 14 ii=x nui i ka] s'LV Y driveway 5. Surfacing: All open off street parking areas shall be improved with a pavement meeting state of Illinois standard A-3 or equivalent. 6. Screening And Landscaping: All open automobile parking areas shall comply with the requirements of the current landscape ordinance regulations for perimeter parking lot landscaping. 7. Lighting: Any lighting used to illuminate off street parking areas shall be directed away from residential properties and public highways in such a way as not to create a nuisance. The city of Yorkville promotes the "dark sky" concept. Lighting fixtures should be full cutoff, and the use of wall packs on buildings should be minimized. The average foot-candle intensity should be 2.0 _ 2.5 foot-candles. The average to minimum light intensity ratio should be no more than six to one (6:1), and the maximum to minimum light intensity ratio should be no more than twenty to one (20:1). The lighting intensity at the property line shall be zero foot-candles. 8. Signs: Directional and regulatory signs/markings only are permitted on parking areas. 9. Repair And Service: a. No motor vehicle repair work of any kind shall be permitted in conjunction with accessory off street parking facilities provided in a residence district. http://www.sterlingcodifiers.com/codebook/printnow.php 7/27/2011 Sterling Codifiers, Inc. Page 7 of 14 b. The sale of gasoline and motor oil in conjunction with accessory off street parking facilities is not permitted in any residence district. G. Number Of Spaces: 1. Maximum Number Of Spaces: The total number of accessory parking spaces provided for one-family, two-family or multiple-family dwellings shall not exceed that required by this title for such use or for any equivalent new use by more than fifty percent (50%) or six (6) spaces, whichever number is greater. 2. Determination Of Number Of Spaces: When determination of the number of off street parking spaces required by this title results in a requirement of a fractional space, any fraction of one-half (1/2) or less may be disregarded, while a fraction in excess of one- half (1/2) shall be counted as one parking space. H. Location Of Accessory Off Street Parking Facilities: The location of off street parking spaces in relation to the use served shall be as prescribed hereinafter. All distances specified shall be walking distances between such parking spaces and a main entrance to the use served. 1. For Uses In A Residence District: Parking spaces accessory to dwellings shall be located on the same zoning lot as the use served. Spaces accessory to uses other than dwellings may be located on a lot adjacent to, or directly across a street or alley from the lot occupied by the use served, but in no case at a distance in excess of three hundred feet (300') from such use. 2. For Uses In Business And Manufacturing Districts: All required parking spaces shall be within one thousand feet (1,000') of the use served, except for spaces accessory to dwelling units (except those located in a transient hotel) which shall be within three hundred feet (300') of the use served. However, no parking spaces accessory to a use in a business or manufacturing district shall be located in a residence district unless authorized by the board of appeals in accordance with chapter 14 of this title. (Ord. 2006-137, 11-28-2006) 10-11-4: SCHEDULE OF PARKING REQUIREMENTS: For the following uses, accessory off street and off right of way parking spaces shall be independently accessible provided as required hereinafter. Parking spaces required on an employee basis shall be based on the maximum number ofemployees on duty or residing, or both, on the premises at any one time. (Ord. 1997-5A, 3-13-1997) http://www.sterlingcodifiers.com/codebook/printnow.php 7/27/2011 Sterling Codifiers, Inc. Page 8 of 14 A. Residential Uses, As Follows: One-family dwellings, A minimum of 2 enclosed parking spaces shall be provided for two-family dwellings, each dwelling unit. The development plans shall incorporate and townhomes techniques to break up the effect of front loaded garages such as side loading end units and offsets to be approved by the city's planner. Multi-family dwellings A minimum of 2 parking spaces with 1 enclosed parking space other than above shall be provided for each dwelling unit. For lodging rooms located in an apartment hotel parking spaces shall be provided for each lodging room. Tourist courts, tourist 1 parking space for each dwelling unit and 1 parking space for homes, motels and each lodging room shall be provided. motor hotels Hotels, transient 1 parking space shall be provided for each lodging room, plus 1 space for the owner or manager. Lodging houses Fspacre aking space shall be provided for each lodging room, plus 1 for the owner or manager. Private clubs and 1 parking space shall be provided for each lodging room, plus lodges (with sleeping parking spaces equal in number to 10 percent of the capacity in facilities for guests) persons (exclusive of lodging room capacity) of such club or lodge. B. Retail And Service Uses, As Follows: Retail stores and banks 1 parking space shall be provided for each 300 square feet of floor area. Drive-in banks shall provide 3 parking spaces per teller window. Automobile laundry 20 parking spaces shall be provided for each wash rack, plus 1 additional space for each 4 employees. Bowling alleys 3 parking spaces shall be provided for each alley, plus such additional spaces as may be required herein for affiliated uses - bars, restaurants and the like. Establishments dispensing food 1 parking space shall be provided for each 300 beverages for consumption on square feet of floor area. the premises Furniture and appliance stores, 1 parking space shall be provided for each 600 household equipment or square feet of floor area. furniture repair shops http://www.sterlingcodifiers.com/codebook/printnow.php 7/27/2011 Sterling Codifiers, Inc. Page 9 of 14 Motor vehicle sales and 1 parking space shall be provided for each 600 machinery sales square feet of floor area. Theaters (indoor) I 1 parking space shall be provided for each 3 seats. Undertaking establishments, 12 parking spaces shall be provided for each chapel funeral parlors or parlor, plus 1 parking space for each funeral vehicle kept on the premises, and 1 parking space for each employee. C. Offices; Business, Professional And Governmental: 1 parking space shall be provided for each 400 square feet of floor area. D. Wholesale Establishments (But Not Including Warehouses And Storage Buildings Other Than Accessory): 1 parking space shall be provided for each 600 square feet of floor area. E. Establishments Engaged In Production Processing, Cleaning,Servicing, Testing Or Repair Of Materials, Goods Or Products: 1 parking space shall be provided for each employee, plus 1 parking space for each vehicle used in the conduct of the enterprise. F. Warehouses And Storage Buildings: 1 parking space shall be provided for each 1 employee, plus 1 space for each vehicle used in the conduct of the enterprise. G. Community Service Uses, As Follows: Church, school, college 1 parking space shall be provided for each 6 seats. and other institutional Adequate space shall also be provided for buses used in auditoriums connection with the activities of the institution, and all loading and unloading of passengers shall take place upon the premises. Colleges, universities 1 parking space shall be provided for each employee, and 1 and business, parking space shall be provided for each 4 students, based professional and trade on the maximum number of students attending classes on schools the premises at any one time during any 24 hour period. Health centers, 3 parking spaces shall be provided for each staff and visiting government operated doctor. Hospitals 1 parking space shall be provided for each 2 hospital beds, plus 1 parking space for each 2 employees (other than staff http://www.sterlingcodifiers.com/codebook/printnow.php 7/27/2011 Sterling Codifiers, Inc. Page 10 of 14 doctors), plus 1 parking space for each doctor assigned to the staff. Libraries, art galleries 4 parking spaces shall be provided for each 1,000 square and museums - public feet of gross floor area. Municipal or privately 1 parking space shall be provided for each 1 employee, plus owned recreation spaces adequate in number, as determined by the Zoning buildings or community Administrator, to serve the visiting public. centers Public utility and public 1 parking space shall be service uses Schools; nursery, 1 parking space shall be provided for each employee, plus elementary and high spaces adequate in number, as determined by the Zoning Administrator, to serve the public. H.Places Of Assembly, As Follows: Stadiums, arenas, auditoriums, (other than church, Parking spaces equal in college or institutional school), convention halls, dance number to 25 percent of the halls, exhibition halls, skating rinks and other similar capacity in persons shall be places of assembly provided. I.Miscellaneous Uses, As Follows: Fraternities, sororities and 1 parking space shall be provided for each 5 active dormitories members, plus 1 parking space for each employee. Institutions for the care of 1 parking space shall be provided for each staff doctor, the insane and feeble- plus space adequate in number, as determined by the minded Zoning Administrator, to serve the visiting public. Rest homes or nursing 1 parking space shall be provided for each 4 beds, plus 1 homes parking space for each 1 employee, and 1 parking space for each doctor assigned to the staff. Sanitariums, convalescent 1 parking space shall be provided for each 4 beds, plus 1 homes or institutions for parking space for each 2 employees (other than staff the aged or for children doctors), plus 1 parking space for each doctor assigned to the staff. (Ord. 1973-56A, 3-28-1974; amd. For the following uses, parking spaces shall be provided in adequate number, as determined by the Zoning Officer, to serve persons employed or residing on the premises as well as the http://www.sterlingcodifiers.com/codebook/printnow.php 7/27/2011 Sterling Codifiers, Inc. Page 11 of 14 visiting public: (Ord., 3-28-1974; amd. 1994 Code) Airports or aircraft landing fields, heliports. Convents and monasteries. Crematories and mausoleums. Outdoor amusement establishments; fairgrounds, permanent carnivals, kiddie parks and other similar amusement centers. Penal and correctional institutions. Rectories and parish house. Swimming pools. J. Mixed Uses: When two (2) or more uses are located on the same zoning lot or within the same building, parking spaces equal in number to the sum of the separate requirements for each such use shall be provided. No parking space or portion thereof shall serve as a required space for more than two (2) uses unless otherwise authorized by the Board of Appeals in accordance with Chapter 14 of this Title. K. Other Uses: For uses not listed heretofore in this schedule of parking requirements, parking spaces shall be provided on the same basis as required for the most similar listed use, or as determined by the Zoning Officer. (Ord. 1973-56A, 3-28-1974) 10-11-5: OFF-STREET LOADING REGULATIONS AND REQUIREMENTS: A. Location: All required loading berths shall be located on the same zoning lot as the use served. No loading berth for vehicles over two (2) tons' capacity shall be closer than fifty feet (50') to any property in a residence district unless completely enclosed by building walls, not less than six feet (6) in height. No permitted or required loading berth shall be located within fifty feet (50') of the nearest point of intersection of any two (2) streets. (Ord. 1973-56A, 3-28-74; 1994 Code) B. Size: Unless otherwise specified, a required loading berth shall be at least ten feet in width by at least twenty five feet in length (10' x 25) exclusive of aisle and maneuvering space, and shall have a vertical clearance of at least fourteen feet (14'). http://www.sterlingcodifiers.com/codebook/printnow.php 7/27/2011 Sterling Codifiers, Inc. Page 12 of 14 C. Access: Each required off-street loading berth shall bedesigned with appropriate means of vehicular access to a street or alley in a manner which will least interfere with traffic movements. D. Surfacing: All open off-street loading berths shall be improved with a compacted macadam base, not less than seven inches (7") thick, surfaced with not less than two inches (2") of asphaltic concrete or some comparable all-weather dustless material. E. Repair and Service: No motor vehicle repair work or service of any kind shall be permitted in conjunction with loading facilities provided in any residence or business districts. F. Loading Spaces Not to be Used for Parking Requirements: Space allocated to any off- street loading berth shall not, while so allocated, be used to satisfy the space requirements for any off-street parking facilities or portions thereof. G. Special Uses: For special uses other than prescribed hereinafter, loading berths adequate in number and size to serve such use, as determined by the Zoning Administrator, shall be provided. H. Accessory Off-Street Loading Facilities: Uses for which off-street loading facilities are required herein but which are located in buildings of less floor area than the minimum prescribed for such required facilities, shall be provided with adequate receiving facilities off any adjacent alley, service drive or open space on the same lot which is accessible by motor vehicle. (Ord. 1973-56A, 3-28-74) 10-11-6: SCHEDULE OF LOADING REQUIREMENTS: For the uses listed in the following table, off-street loading berths shall be provided on the basis of gross floor area of buildings or portions thereof devoted to such uses in the amounts shown herein: LOADING REQUIREMENTS Use Gross Required Number Floor Area and Minimum in Horizontal http://www.sterlingcodifiers.com/codebook/printnow.php 7/27/2011 Sterling Codifiers, Inc. Page 13 of 14 t uare Dimensionet Berths A. Hospitals, sanitariums and other institutional uses 10,000 to 1 - (10' x 25') 200,000 B. Hotels, clubs and lodges, except as set forth in item E For each 1 additional additional (10' x 25') 200,000 or fraction thereof C. Hotels, clubs and lodges - when containing any 10,000 1 - (10' x 25') of the following: retail shops, convention halls, Rto 20,000 auditoriums, exhibition halls, or business or 20,000 to 1 - (10' x 50') professional offices (other than accessory) R 150,000 1 For each 1 - additional additional (10' x 25') 150,000 or fraction thereof jUl D. Retail stores 15,000 1 - (10' x 25') to 10,000 E. Establishments dispensing food or beverages for 10,000 1 - (10' x 25') consumption on the premises Rto 20,000 20,000 2 - (10' x 25' ea.) to 25,000 125,000 �2 - (10' x 25' ea.) Ito 40,000 F. Motor vehicle and 40,000 to 3 - (10' x 25' ea.) machinery sales 100,000 G. Wholesale establish- For each 1 - additional ments (but not including additional (10' x 50') warehouse and storage 200,000 or buildings other than fraction accessory) jUlthereof HI H. Auditoriums, convention halls, exhibition halls, 10,000 1 - (10' x 25') sports arenas, stadiums Rto 20,000 ]20,000 to � 1 - (10' x 50') I. Bowling alleys For each 1 - additional additional (10' x 50') 100,000 or fraction thereof http://www.sterlingcodifiers.com/codebook/printnow.php 7/27/2011 Sterling Codifiers, Inc. Page 14 of 14 J. Banks and offices - business, professional and 10,000 to 1 - (10' x 25') governmental 100,000 For each 1 - additional additional (10' x 25') 100,000 or fraction thereof to Lj,500,000 jLjl For each 1 - additional additional (10' x 25') 500,000 or fraction thereof K. Establishments engaged in production, 5,000 1 - (10' x 25') processing, cleaning, servicing, testing or repair of to 10,000 materials, goods or products 10,000 1 - (10' x 50') to 40,000 ]10,000 t 100,0000 ��2 - (10' x 50' ea.) L. Warehouses and storage For each 1 - additional buildings additional (10' x 50') 100,000 or fraction thereof M. Theaters 185,000,000 to 1 - (10' x 25') For each 1 - additional additional (10' x 25') 50,000 or fraction thereof N. Undertaking establish- 8,000 to 1 - (10' x 25') ments and funeral parlors 100,000 For each 1 - additional additional (10' x 25') 100,000 or fraction thereof (Ord. 1973-56A, 3-28-74) http://www.sterlingcodifiers.com/codebook/printnow.php 7/27/2011 296 Quantity versus Quality in Off-Street Parking Requirements Vinit Mukhija and Donald Shoup Most local governments'off-street parking ost local off-street parking requirements emphasize quantity over requirements promote quantity over quality. Local governments often have minimum parking requirements quality,focusing on ensuring an ample M that overwhelm the physical landscape with an excessive supply of supply of parking.This has undesirable I unattractive parking, but relatively few impose design requirements on parking consequences for the built environment. Parking lots and parking structures rou- lots and parking structures. Off-street parking requirements focus on the ratio of tinely overwhelm the architecture and parking spaces to floor area, usually neglecting the consequences for urban design. urban design of even the best buildings As a result, most parking lots are asphalt breaks in the urban fabric, and most and neighborhoods.We argue that plan- parking structures present blank walls to the street. Parking lots and garages tend ners should worry less about the quantity to interrupt the streetscape, expand the distances between destinations, and of parking,and pay more attention to its undermine walkability(see Figures 1 and 2).We argue that planners should quality.Through examples of zoning reforms adopted by some cities,we show worry less about the quantity of parking provided and should pay more attention how regulating the quality of parking has to its quality. the potential to improve urban design. Off-street parking requirements also reduce architectural quality.Architects often complain that they must shoehorn a building into the space remaining Vmit Mukofes or of planning ning is an after the parking requirement has been satisfied, compromising the design. Thus assistant professor of urban planning at the University of California,Los Angeles reducing or removing parking requirements can make better design possible, and (UCLA).He is an architect and planner, cities can use quality-based parking requirements within an urban design frame- and his research focuses on housing and work to reinforce the desired character of each neighborhood. the built environment.He is the author The market gives developers a strong incentive to provide adequate parking of Squatters as Developers?Slum Redevel- because lenders are unwilling to finance projects with inadequate parking and opment in Mumbai(Ashgate,2003). tenants are unwilling to rent space in them. But the market provides less incentive Donald Shoup,FAICP(shoup@uda .edu)is a professor of urban planning at to improve parking design because many of the benefits of better parking design UCLA.His recent research has centered accrue to the community rather than to the property owner. Developers are more on parking as a key link between land likely to spend money on a marble-veneered lobby(which will increase the value use and transportation.In 2005 the of the building) than on landscaping the parking lot (which will increase the American Planning Association published value of the whole neighborhood). his book, The High Cost of Free Parking. In this article we show how planners can use the following five strategies to Journal of the American Planning Association, improve urban design. Vol.72,No.3,Summer 2006. ©American Planning Association,Chicago,IL. 1. Deregulate or limit the number of parking spaces. 2. Improve the location of parking. 3. Improve the design of surface parking. 4. Improve the design of parking structures. 5. Improve the design of residential garages. Mukhija and Shoup:Quantity versus Quality in Off-Street Parking Requirements 297 F B r y.. 4 Figure 1.Off-street parking in Los Angeles. Shifting the focus of parking requirements from quan- We suspect that when the density of cars passes a cer- tity to quality will help planners to play a more constructive tain limit, and people experience the feeling that there role in shaping the built environment. are too many cars,what is really happening is that sub- consciously they feel that the cars are overwhelming the environment, that the environment is no longer Eliminating Minimum Off-Street "theirs,"that they have no right to be there,that it is not a place for people, and so on.After all, the effect of the Parking Requirements cars reaches far beyond the mere presence of the cars Minimum parking requirements in zoning ordinances themselves. They create a maze of driveways, garage would not be needed if they did not increase the parking doors, asphalt and concrete surfaces, and building ele- supply beyond what the market would provide (Shoup, ments which people cannot use.When the density goes 2005). Such requirements create a self-perpetuating cycle beyond the limit,we suspect that people feel the social in which increasing the supply of parking leads to increased potential of the environment has disappeared. (p. 122) demand. Plentiful parking encourages people to buy more cars, and more cars lead cities to require even more parking To preserve and enhance walkability,Alexander and spaces. Parking lots consume land that could be put to his coauthors suggested that only 9%of a city's land should higher-value uses, such as housing, and they detract from be devoted to parking, though there is little empirical basis the traditional pedestrian ambience of cities.As Alexander, for this number. Some cities,such as Cleveland,Milwaukee, Ishikawa, and Silverstein (1977) wrote 30 years ago: and Philadelphia, have eliminated parking requirements in 298 Journal of the American Planning Association,Summer 2006,Vol.72,No.3 Figure 2.Off-street parking in San Francisco. Source:San Francisco Planning Department their downtowns to make them more accommodating to parking spaces if they are converted to dwelling units, guest pedestrians. Other cities have reduced or eliminated parking rooms, or joint live-work quarters.3 requirements adjacent to public transit stops.An ordinance Minimum parking requirements are intended to ensure in Portland, Oregon states, "There is no minimum parking an ample parking supply, and they imply that parking is a requirement for sites located less than 500 feet from a problem only when there is not enough of it. But too much transit street with 20-minute peak hour service" (City of parking also creates problems. Most major U.S. cities, Portland, 2006). including Boston, Chicago,New York, and San Francisco, Removing off-street parking requirements can also ease regulate the maximum rather than the minimum number adaptive reuse and historic preservation. Older buildings of parking spaces in their downtowns. Carmel, California, rarely meet current minimum parking requirements, and which is famous for its attractive downtown, is an extreme, as a consequence many stunning buildings are demolished but highly successful, example of limits on parking. Zon- and replaced by ordinary structures that do meet the ing helps to maintain Carmel's unique pedestrian ambi- requirements.Apart from the irreplaceable loss of heritage, ence by prohibiting off-street parking spaces in the central such demolition limits the possibility of a rich and varied commercial district: collage of buildings from different time periods.'To encourage the conversion of older, economically distressed On-site parking is prohibited in the central commercial office buildings to apartments and lofts,some cities exempt (CC) land use district.This policy reduces the need for these buildings from parking requirements if they are con- curb cuts in sidewalks and the interference with free verted to residential uses. Los Angeles, for example, does pedestrian traffic flow that would result from an ex- not require downtown buildings built before 1974 to add cessive number of driveways.This policy is intended Mukhija and Shoup:Quantity versus Quality in Off-Street Parking Requirements 299 to enhance the opportunities for creating intra-block developers to provide an adequate supply. Letting markets courts and walkways between properties and buildings.4 determine the number of off-site parking spaces changes, (City of Carmel-by-the-Sea, 1998b) but does not eliminate, planning for parking. Local gov- ernments should still regulate parking landscaping,layout, The absence of off-street parking(and of cars driving location, pedestrian access, provisions for the handicapped, across the sidewalks to reach it) helps make Carmel one of security, setback, signage, storm water runoff, and urban the best places in America to be a pedestrian, and people design.The following section discusses ways to improve from all over the world come to walk around (see Figure 3). urban design by regulating the location and appearance of Few cities will want to prohibit off-street parking,and many parking spaces. may not want to limit it, but they may wish to restrict surface parking lots, as in downtown San Francisco: "No permanent parking lot shall be permitted in [downtown]; parking Location Requirements temporary parking lots may be approved as conditional uses . . . for a period not to exceed two years from the date The location and placement of parking greatly affects of approval"(City of San Francisco, 2006). urban design. Parking lots located between the sidewalk Even without reducing their off-street parking require- and buildings make walking more onerous. To avoid this, ments, cities like Palo Alto and Pasadena in California have planners can use conventional zoning regulations to require improved urban design by offering developers the opportu- that parking be positioned below, behind, or beside build- nity to pay a fee in lieu of providing all the parking spaces ings, rather than in front, and that buildings be oriented to required by zoning. The cities then use the revenue to the sidewalk. provide shared public parking spaces to replace those the Although Los Angeles did not begin to require off-street developers would have provided. Public parking spaces parking for retail and commercial buildings until 1946, cars built with the in-lieu revenue allow drivers to park once and parking transformed the character of its commercial and visit multiple sites on foot, reducing vehicle traffic and spaces in the first half of the 20th century. Richard Long- increasing foot traffic. The in-lieu option makes it easier to streth documented these changes. His work explains how restore historic buildings and rehabilitate historic areas for merchants valued the sidewalk orientation of their busi- the reasons noted earlier.And because developers can meet nesses. Faced with an increase in the demand for parking, their parking requirements without on-site parking, store- merchants initially provided parking spaces behind their fronts can be continuous,without the gaps that parking buildings. Thus, major retail corridors like Wilshire Boule- lots create. Developers can also undertake infill projects vard"maintained a sense of street-front drama by adhering without assembling large parcels for on-site parking, and to the pattern of showing facades and offering rear parking" architects have greater design freedom.The public parking (Longstreth, 1992, p. 152).Wilshire Boulevard set an structures consume less land than if each development pro- example of pedestrian orientation for the region's smaller vided its own parking lot, and cities can place the structures retail precincts during the 1930s and 1940s, but merchants where they interfere least with vehicle and pedestrian cir- finally abandoned pedestrians to make life more convenient culation. To improve the streetscape, some cities dedicate for motorists and, as Liebs (1985)wrote, "the long-standing the first floor of public parking structures to retail uses. tenet of Main Street commercial site planning—line the The in-lieu policy thus contributes to a better looking, shops along the sidewalk with room for parking only at the safer, and more walkable city. curb—was finally cast aside" (p. 14). Some cities allow shared parking among sites where the In a Planning Advisory Service report on how to prepare peak parking demands occur at different times (e.g., banks zoning ordinances, Lerable (1995) showed how the place- and bars). Fewer spaces are needed to meet the combined ment of parking lots can influence the pedestrian quality peak demand, and each parking space is occupied more of of the streetscape. The bottom panel of Figure 4 illustrates the time.5 For example, Circle Centre, a successful retail/ his recommended approach, placing parking lots behind entertainment development in downtown Indianapolis, buildings so that the only gap between shops is the access would have needed 6,000 parking spaces if it were built to parking.An even more desirable approach would close with unshared parking for every individual use, but only all gaps between the shops and provide access to the parking 2,815 shared parking spaces were sufficient to meet the lot from a side street or rear alley.This would eliminate demand (Smith, 1996). curb cuts on the main street,reduce driving across sidewalks Removing or reducing off-street parking requirements to access the off-street parking, and allow the maximum does not restrict parking or reduce the market incentive for amount of curb parking. Curb parking buffers the pedestrian 11 • • • • III i ► •1 '� •' , ,^�j I+!r • �. 1, •r „�• r � 7 so, . ow ol d1„�° •f ;i 1' �; ��w' i '� -tr+��r- .ate 1�- �� a V4 • F'* , Yl� `TIM �' �t iy r -,..a. .�y"►'.. `„mss ouRT 'IF Me GOLDEN !v .Q►i .►'. F-.far ! pop ,.- •�. THAI CAFEf; g. 5`k All .a _rr :may��' ,�t � �•^1��{{�� j^ y�w 7 - _ Mukhija and Shoup:Quantity versus Quality in Off-Street Parking Requirements 301 from cars and other vehicles on the street, and improves the walking experience on the sidewalk. Similar ideas are popular with new urbanist architects Parking Lot Guidelines and planners (Calthorpe, 1993). New urbanists sometimes go so far as to recommend a specific building typology,such LOCATION OF PARKING ON as a colonnaded arcade, in order to respect the streetscape COMMERCIAL STREETFRONTS and push parking behind the buildings.A less prescriptive Parking on a commercial streetfront should be minimized and where possible should be located behind a building. method is the use of build-to lines, the opposite of setback Parking located along a commercial streetfront where i lines.Whereas setbacks ensure that buildings are placed at pedestrian traffic is desirable lessens the attractiveness of the area to pedestrians and compromises the safety of least a specified distance back from the street, build-to lines pedestrians along the street. require that buildings come up to a specified plane, usually the sidewalk. New York's Lower Manhattan Plan pioneered {; the use of build-to lines to define visual corridors and J maintain street front continuity(Barnett, 1974). ! - Regulations on the location of parking should not be f ! ~ implemented uniformly across a city, but should match a larger urban design strategy that recognizes the differing - characters of neighborhoods. The city of SeaTac,Washing- = ® Un PEDESTRIAN ORIENTED ton, for example, focuses on developing pedestrian-friendly NOT ACCEPTABLE SHOPPING STREET commercial districts. It prohibits parking lots from domi- Parking lots along the full length of the streetfront are nating the streets in the commercial districts: "No parking generally inappropriate shall be located between the building and the front property line. On corner lots, no parking shall be located between the building and either of the two (2) front property lines" (City of SeaTac, 2006).6 Such ideas are valuable outside f T commercial areas as well. In West Hollywood, California, zoning prohibits the use of a residential front yard for parking: Automobiles shall not be parked between the street -- property line and the front of a residential unit except on a driveway leading to a garage or carport, or a semi- ACCEPTABLE circular driveway on a lot that has a minimum frontage In certain situations,limited streetfront parking lots may width of seventy feet.?(City of West Hollywood,2006a) be acceptable. Such requirements help put on-site parking spaces PARKING BEHIND SHOPS beside or behind buildings, rather than in front, and can be combined with some of the design improvement strategies I i we discuss in the next section. r Design Improvement Requirements J '� 42 � PREFERRED Rather than focus on individual land uses,planning Parking lots located behind shops and offices are preferred. for parking should actively shape public space. The follow- ing strategies show how cities can improve the design of surface parking, parking structures, and residential parking. Improved Design of Surface Parking Because of their ubiquity, parking lots create great Figure 4.Parking lot guidelines. problems for urban design. They will continue to be built, Source:Lerable(1995,p.30). 302 Journal of the American Planning Association,Summer 2006,Vol.72,No.3 but better design strategies can help integrate them into places,and other activities in a single location. Modest the built environment and improve the public realm.We landscaping can improve even small parking lots tremen- have already discussed the possibility of locating these lots dously, and at low cost (see Figure 5). behind or beside buildings.Another approach, offered by Many cities have landscaping requirements for parking Lynch and Hack(1984), is to limit the size of the parking lots.West Hollywood, for example, has developed a com- lots and to drop them "a few feet below pedestrian grade, prehensive strategy. First, the city requires one canopy tree so that the line of sight passes over the car . . . [which] also for every eight parking spaces (City of West Hollywood, makes it easier to screen the lots with planting or low walls" 2006c).$ Second, it defines the number of points awarded (p. 265). Cities can also require that surface parking be for each of a number of landscape and design features, as screened, as in West Hollywood: shown in Table 1. Developers can choose how to achieve the required number of points. This strategy is not overly Parking areas adjacent to a public right-of-way shall be prescriptive, and allows designers to be creative, but even provided with landscaping that is designed and main- cities that did not wish to use a point approach could use tained to screen cars from the view from the street to a ideas from Table 1. height of forty-two inches, measured from the surface In Southern California, solar collectors cover some of the parking area. (City of West Hollywood, 2006d) parking lots (see Figure 6). Some look like high-tech trellises or public art, and feature changing patterns.This makes The reason for limiting the size of parking lots, drop- parking lots more attractive and shades the cars, but is still ping them partially below grade, and screening them is that a costly approach, even taking into consideration the conventional parking lots are visually unappealing. Other offsetting benefit from the electricity generated. than concealing them, how can we make them more attractive? One strategy is to use landscaping. In the late Parking Structure Design Requirements 1980s, the Columbus Carscape Competition invited design Locating parking in structures occupies less land than ideas to improve parking design for a lot in downtown surface parking. However parking structure design only Columbus, Ohio. The winning entry transformed"the occasionally enhances the built environment. In rare parking lot into a park, an urban plaza, through the use of circumstances, collaboration between a skilled architect ordinary elements of urban design—patterned pavers and and an enlightened developer leads to a beautiful and lights under a canopy of trees" (Miller, 1988, p. 40). The functional parking structure, but developers often neglect winner proposed densely interspersing parking spaces with the architecture and build parking structures as cheaply as Bradford pear trees that "do not bear fruit but mark the possible. Most developers will voluntarily spend money to seasons with white blossoms in the spring and leaves turning improve the appearance of a parking structure only to the red-orange in the fall' (ibid.). The design was inspired by extent that it increases the value of the residential or com- European urban plazas that accommodate cars, market- mercial development it serves. Because the private economic Figure 5.Parking lot without and with landscaping,West Hollywood. (Photo courtesy of Paul Travis). Mukhija and Shoup:Quantity versus Quality in Off-Street Parking Requirements 303 Table 1.Landscape and site development features qualifying as credits toward point totals for parking lots in West Hollywood,California. Earned points Qualifying landscape or site development features 10 8%of site area within parking lot perimeter occupied by landscaping. 4 Each canopy tree. 4 Each existing large or well-established tree or specimen plant retained. 6 Consistent use of vine pockets against walls. 5 Pedestrian amenities(e.g.,thematic or comprehensive pedestrian lighting scheme,unique decorative materials,art,or ornamental sculpture or fountains),each. 4 Surfaces other than asphalt or concrete and permeable surfaces as part of hardscape(does not include planters).Light colored surfaces and grasscrete are encouraged. 4 Pavement surfaces of rubberized asphalt. 5 Decorative perimeter walls with integral architectural elements(e.g.,gateways,coping,piers,and ornamental decorative materials). The following are available only for parking lots with 51 or more spaces 20 Integration of circulation,hardscape,walls,landscaping,and lighting into a central design concept approved by the Review Authority. 5 Clearly delineated axis to adjoining buildings or other site relationships. 5 Maximum separation of pedestrian and vehicular travel ways. 5 Transition zones to sidewalk and building-adjacent areas. 5 Ability to use parking lot space in other ways when not being used for parking,with uses and activities deemed compatible with the zoning of the site and surrounding properties(e.g.,pedestrian space or basketball court). 6 Decorative perimeter walls with integral architectural elements(e.g.,gateways,coping,piers,and ornamental and decorative materials). Source:City of West Hollywood(2006b) incentives for good parking design are weak, parking struc- ever, this approach can increase a developer's cost if natural tures need architectural controls and review to ensure good ventilation is not feasible and mechanical ventilation is urban design. required. In such cases, cities may offer the developer a One strategy to improve urban design is to build higher floor area ratio as compensation.Alternatively, cities parking structures that look like regular buildings.9 This can require retail or residential uses only at the street level was a common practice in the early part of the last century. and some modest architectural details on the upper level A more contemporary approach is to "wrap," or surround, facades (see Figure 7). San Diego's zoning ordinance a parking structure with retail or other uses. Dunphy, mandates this approach for parking in the CBD: "All Myerson, and Pawlukiewicz (2003) suggested that"creative enclosed ground level parking areas shall be shielded from designers can wrap a parking structure with retail shops, adjoining public streets,with such parking areas being eateries,residences,and services,such as dry cleaners" (p. 11). separated from the public sidewalk by habitable residential In addition to concealing the parking, this creates a mixed- or non-residential space, or utility rooms." (City of San use development, and patrons who park in the structure Diego, 2006). provide a built-in clientele for the retail businesses. How- pax jW Aw 6A. - - -, , -1 Few WF Mukhija and Shoup:Quantity versus Quality in Off-Street Parking Requirements 305 Garage Door Restrictions behind the house or stepped back from the facade of a The importance of improved parking design is not building. To limit the view of garages from the street and limited to the commercial districts of cities. Parking infra- to minimize curb cuts that disrupt the sidewalks, Olympia's structure (garages and driveways) can easily overwhelm garage design guidelines recommend that driveways be as residential neighborhoods as well.To reduce the impact of narrow as possible and shared where feasible (see Figure 9). parking on the residential streetscape, Carmel restricts the Recessed garages and balconies over garage doors also help size of all residential garage doors that face a street to the the doors disappear in the shadows (see Figure 10). Garage width necessary for a single car: "On sites of less than 6,000 sidewalls that face the street can be designed to appear as square feet, only a single-car-width garage door shall face habitable spaces by incorporating windows and other the street" (City of Carmel-by-the-Sea, 1998a).As a result, design elements that are in character with the rest of the garage doors do not dominate the fronts of houses. Figure 8 dwelling(City of Olympia, 2006). shows an example of a resulting facade. Portland, Oregon, limits the length of the garage wall facing the street to no more than 50% of the entire building facade (Wittenberg, Conclusion 2002).10 Other cities could follow similar strategies, limit- ing garage frontage but allowing more depth for parking. Although we criticize the way planners now regulate Local governments can also restrict the location and parking,we do not call for deregulation. Instead,we design of garages. To prohibit"snout" houses with pro- recommend that planners use their ability to regulate truding garages that take up most of the street frontage, parking more constructively,worrying less about the Olympia,Washington, requires that garages be located quantity of parking and more about its quality. Market Aft o �r it Figure 7.Parking structure with ground-floor retail,Beverly Hills. 306 Journal of the American Planning Association,Summer 2006,Vol.72,No.3 r Figure 8.Single-car-width garage,Carmel. IS's �•��yyJ Figure 9.Shared driveway,Forest Hills. Figure 10.Recessed garage door,Los Angeles. (Photo courtesy of Joel Cochran). Mukhija and Shoup:Quantity versus Quality in Off-Street Parking Requirements 307 forces can ensure an adequate number of parking spaces, 5.The Urban Land Institute(1983)explains the economics of shared but the economic incentives for good parking design are parking. weak. Nonetheless,most local governments strictly regulate 6.Similarly,the Rochester,New York,Municipal Code states,"parking shall not be permitted between a building and the sidewalk"(City of parking quantity but ignore its quality.As a result,parking Rochester,2005b). now spoils much of the American landscape. 7.Similarly,the Rochester,New York,Municipal Code states,"Parking Even where local governments do regulate the design for single-family,two-family and attached dwellings in all districts shall of parking lots and structures, minimum parking require- be limited to no more than three vehicles for each dwelling unit.No ments require a massive parking supply that is difficult to parking for such residential uses shall be located in the required side or front yard setback except in a legal driveway that provides access to the camouflage.This article points out places that have put rear yard,a detached or attached garage."(City of Rochester,2005a). quality ahead of quantity in their regulation of parking, 8.Similarly,the Rochester,New York,Municipal Code states,"A providing examples for other localities.We find at least five minimum of one landscaped area with a minimum size of 162 square different approaches to improving urban design through feet(approximately nine feet by 18 feet)shall be provided for every 15 creative off-street parking requirements: limiting the number parking spaces and developed as islands within the parking surface area" of parking spaces; improving the location of parking; and (City of Rochester,2005c). requiring better design of parking lots,parking structures, 9.West Hollywood requires that"Parking structures visible from street frontages shall be designed to be compatible with architectural character and residential garages.Just as many cities have adapted and quality of adjacent buildings and shall not adversely impact abutting zoning codes from other communities, they can use design pedestrian sidewalks"(City of West Hollywood,2006e). regulations from other places to improve the quality of their 10.Similarly,New Jersey requires cities to calculate the number of off- own urban environments. Planners cannot significantly street parking spaces in a way that reduces the garage frontage.A one-car improve the design of cities without reforming local parking garage and driveway combination counts as two parking spaces if the length of the driveway is at least 18 feet between the face of the garage requirements to emphasize quality over quantity.While door and the right-of way(State of New Jersey,2006). developers may object that better design will cost more,cities -- can mitigate these costs by reducing or removing minimum parking requirements. Reducing parking alone will improve References urban design.As a famous architect once put it,less is more. Alexander,C.,Ishikawa,S.,&Silverstein,M. (1977).Apattern language. New York:Oxford University Press. Barnett,J.(1974). Urban design as publicpolicy:Practical methods for improving cities.New York:Architectural Record,McGraw-Hill. Acknowledgements Calthorpe,P. (1993). The nextAmerican metropolis:Ecology,community, We are grateful for the assistance of Steven Crosley,Matthew Dresden, and the American dream.New York:Princeton Architectural Press. Joseph Holmes,Hiro Iseki,David King,George Kosovich,Michael Childs,M. (1999).Parking spaces:A design, implementation,and use Manville,Ann McCauley,Andrew Mondschien,Eric Morris,Paul manual for architects,planners,and engineers.New York:McGraw-Hill. Philley,Lara Regus,Sara Slovin,and Paul Sorensen in editing this City of Carmel-by-the-Sea,California.(1998a).City of Carmel-by-the- manuscript.We also thank Poppy Gilman for helping assemble images Sea Municipal Code,§ 17.24.120 C. and Paul Travis for allowing us to use his illustrations. City of Carmel-by-the-Sea,California.(1998b).City of Carmel-by- the-Sea Municipal Code,§ 17.38.030 A. City of Los Angeles,California. (2001).Los Angeles Municipal Code Notes § 12.22 A 26(g)(3). 1.In their illuminating history of how parking lots have affected City of Olympia,Washington.(2006).Olympia Municipal Code American cities,Jakle and Sculle(2004)concluded,"Nothing over the § 18.05A.280 B 3. past century has proven as disruptive of traditional urban landscape as City of Portland,Oregon.(2006).Portland Municipal Code parking.Perhaps nothing has made American cities less memorable" §33.266.119 B 3. (p.8).In his excellent guide to better design of parking lots and struc- City of Rochester,New York.(2005a).Rochester Municipal Code tures,Childs(1999)wrote,"The typical design of parking lots as simply § 120-173 F 1(c). a monofunctional expanse of cheap asphalt and a net of white lines is City of Rochester,New York.(2005b).Rochester Municipal Code§ wasteful and destructive. ...parking lots have eaten away cities in the 120-173 F 1(d). United States like moths devouring a lace wedding gown"(p.xxi). City of Rochester,New York.(2005c).Rochester Municipal Code Minimum parking requirements have made this bad situation even worse. § 120-173 F 2(0. 2.In their seminal work Collage City,Rowe and Koetter(1978)criticized City of San Diego,California.(2006).San Diego Municipal Code the revitalization of cities based entirely on demolition and redevelopment, § 151.0313(h)(1). and made an argument for the preservation of older buildings and styles. City of San Francisco,California.(2006).San Francisco Municipal 3.The Los Angeles Municipal Code states that for these conversions, Code§ 156(h). "The required number of parking spaces shall be the same as the number City of SeaTac,Washington.(2006).SeaTac Municipal Code of spaces that existed on the site on June 3, 1999,and shall be main- § 15.13.110 A 4(a). tained and not reduced"(City of Los Angeles,2001). City of West Hollywood,California.(2006a).West Hollywood 4.Carmel provides several parking lots on the periphery of its downtown. Municipal Code§ 19.28.090 D 1(a). 308 Journal of the American Planning Association,Summer 2006,Vol.72,No.3 City of West Hollywood,California.(2006b).West Hollywood Longstreth,R.(1992).The perils of a parkless town.In M.Wachs& Municipal Code 5 19.28.100(Table 3-9). M.Crawford(Eds.), The car and the city(pp. 141-153).Ann Arbor, City of West Hollywood,California.(2006c).West Hollywood MI:University of Michigan Press. Municipal Code g 19.28.100 B 1. Lynch,K.,&Hack,G. (1984).Site planning(3rd ed.).Boston:MIT City of West Hollywood,California.(2006d).West Hollywood Press. Municipal Code g 19.28.100 B 3(a). Miller,C. (1988). Carscape,aparking handbook.Columbus,OH: City of West Hollywood,California.(2006e).West Hollywood Washington Street Press. Municipal Code§19.28.110 B 1. Rowe,C.,&Koetter,F.(1978). Collage city.Boston:MIT Press. Dunphy,R.,Myerson,D.,&Pawlukiewicz,M. (2003). Ten principles Shoup,D. (2005). The high cost offreeparking.Chicago:Planners Press. for successful development around transit.Washington,DC:Urban Land Smith,M.(1996,September).Circle Centre:How parking helped Institute. make urban retail/entertainment development work.Parking,25-33. Jakle,J.,&Sculle,K. (2004).Lots ofparking:Land use in a car culture. State of New Jersey.(2006).New Jersey Administrative Code§5:21- Charlottesville,VA:University of Virginia Press. 4.14(d)(2). Lerable,C. (1995).Preparing a conventional zoning ordinance(Planning Urban Land Institute.(1983). Shared parking.Washington,DC: Advisory Service Report No.460).Chicago:American Planning Author. Association. Wittenberg,J.(2002,August).Garages:Not just for cars anymore. Liebs,C.(1985).Main street to miracle mile:American roadside architec- Zoning News, 1-5. ture.Boston:Little,Brown. - changelabsolutions.org nplan.org September 2012 .�. . Making a Place for Bicycles Using Bicycle Parking Laws to Support Health, Business, and the Environment LI Local laws can encourage Bicycling creates healthier communities, supports local business, and leads bicycling by making bike to less pollution and congestion. But people are reluctant to bike when they parking more snidely available�l worry they won't find a good place to lock their bicycles. Bicycle parking ordinances provide an easy way to ensure plentiful bicycle parking and make Our model e parking it clear that bicycles are welcome. ordinance I ease bicyclists' Bicycle parking promotes health. Cities across the country are looking for fears abot uing ecure place ways to address the growing obesity epidemic. Today, more than two-thirds to lock up of American adults and one-third of children are overweight or obese,' which puts them at higher risk for heart disease, diabetes, cancer, stroke, and other serious illnesses.' One way that cities can make a difference is by encouraging bicycling. Biking is a great way to get around, and adults and children who are physically active are less likely to become overweight or obese. Many people use their cars to run errands and travel to destinations just one or two miles from home.' For these short trips,bicycling can be a practical alternative. ChangeLab I/-� w ' 1 {'�)I�'I/� 1 NATIONAL POLICY&LEGAL ANALYSIS NETWORK Law&policy innovation I I �l I I TO PREVENT CNILDNOOD 08ESI7V for the common good. Likewise, for the third of Americans who live within five 1111111 miles of their jobs,biking can turn a tiresome commute IBM into healthy exercise. People are reluctant to bike, however,when they don't think they'll find a secure place to park.While parking ! :; . •�. '�" for cars is usually available, parking for bikes is often scarce or nonexistent. Surveys find lack of good bicycle 1£f=_}}�-•� parking to be the number one reason even experienced bicyclists often don't ride to work.4 Not surprisingly,where there is bicycle-friendly infrastructure, including parking, ridership increases.5 Bicycle parking serves another important role, too: it Durango, Colo. boasts on its website that tourists can shop lets the community know that bikes belong and are by bike or take atwo-wheeled tour of local breweries: "No welcomed. It can also encourage people to get on their matter where you go in downtown,you'll find a place to bikes, and can make biking safer park your bike nearby."10 by emphasizing that bicyclists are Bicycle parking is good for streets and legitimate users of the road. "More and more developers the environment.Each bicycle trip to Bicycle parking helps local businesses are realizing that including shop,work, or run an errand means one prosper. Studies have shown that bicycle parking is the way fewer car on the road. Bicycles cause bicyclists, unlike drivers, travel to go. It's not that d�cult virtually no wear and tear on roads," slowly enough to interact with their to do, and it brings a lot keeping costly street repairs down. So Of encouraging biking by providing parking surroundings, making them more likel y benefits to the development to stop, shop, and explore. The bottom not only promotes health and supports line is that people bicycling through and the community. the local economy, it also reduces town spend more money.'In Toronto, Developer David Tirman, traffic congestion, pollution,12 reliance for example, people who biked or Executive Vice President of on fossil fuels, and road maintenance walked to commercial areas reported JMA Ventures costs. Health, the economy, and the spending more money there per month environment all benefit. than those who drove.'In Davis, Calif., shops along Bicycle Parking Laws Around the Country major cycling routes rent at a premium because bicyclists bring in so much business.' Local governments can easily and affordably encourage bicycling in their communities by adopting bicycle Adding bicycle parking can boost tourism and other parking laws. Across the country, more than 150 large business. In Madison,Wis., sales tax revenue increased and small cities have already taken this step,13 and interest 3 percent in shopping areas with new bicycle racks' is growing as more and more cities see the advantages of bike parking. Boulder, Colo. F Boulder's residents ride bikes 20 times more than the .14 national average The city strongly supports bicycle .KI parking because, as its website points out, "every bicycle trip begins and ends with the need for a safe and secure -� parking place."15 In addition to requiring bike parking in new developments,16 the city provides bicycle racks throughout the downtown area. One clever design— funded by parking meter revenues—uses recycled car –= steering wheels from the 1970s and 80s. Kansas City, Mo. Model Bicycle Parking Ordinance In 2009, Kansas City rolled out a new set of bicycle- Our model bicycle parking ordinance can help and pedestrian-friendly policies, including substantial communities provide safe, adequate, and convenient bike parking requirements for new buildings and bike parking. As with all of our model laws, it is developments.According to the Missouri Bicycle and designed so that each community can tailor the law Pedestrian Federation, not only is a lack of safe, secure to its own needs.The law contains three parts, and a bicycle parking one community can choose to adopt just one or all three of the main obstacles sections. Bicycle parkin provides:y p gp to cycling, creating •Healthier, more bike parking is "very, 1. New Development and Major Renovations: active residents very inexpensive when The model law requires that new commercial done as part of new and multifamily developments, as well as major •Increased revenue for renovations, provide short- and long-term bicycle development—because local businesses bicycle parking locations parking. A side benefit for developers is that they •Less�ollution and are so much more simple don't have to create as many expensive parking spaces for cars as they would have otherwise. congestion on local and inexpensive than the streets equivalent automobile 2. Parking Facilities: parking requirements."" The law requires licensed parking facilities to provide parking for bikes in addition to cars. Portland, Ore. 3. Large Public Events: The U.S. Department of Transportation recently The law requires street festivals and other large praised Portland for having the nation's best policies events involving street closures to provide monitored promoting bicycling as a mainstream transportation bicycle parking.This requirement ensures that there choice."The city has seen a sixfold increase in cycling is secure bike parking at large events and decreases since 1990. Bike parking, in addition to other bicycle- congestion. oriented infrastructure and a bike-friendly culture, is an important part of that success.19 Visit www.changelabsolutions.org to download our model bicycle parking ordinance, and contact our staff attorneys for assistance. y {` a 4, + Changel-ab Solutions changelabsolutions.org - The National Policy&LegalAnalysis Network to Prevent Childhood Obesity (NPLAN)is a project of ChangeLab Solutions.ChangeLab Solutions is a nonprofit organization that provides legal information on matters relating to public health. The legal information in this document does not constitute legal advice or legal representation.For legal advice,readers should consult a lawyer in their state. Supportfor this document was provided by a grantfrom the Robert Wood,Johnson Foundation. ©2012 ChangeLab Solutions _ Photos:pedbikeimages.org/DanBuden(main cover),Flicker Creative Commons—krossbow(top page 2),pedbikeimages.org/ EricLowry(bottom page 2),Sara Zimmerman(cover top left,page 3),Kim Arroyo Williamson(cover bottom left) 1 Centers for Disease Control and Prevention.Obesity and Overweight.Hyatts- ' Flusche D.The Economic Benefits of Bicycle Infrastructure Investments.The ville:National Center for Health Statistics,2011.Available at:www.cdc.gov/ League of American Bicyclists,2009.Available at:www.bikeleague.org/ nchs/fastats/overwt.htm. resources/reports/pdfs/economic_benefits_bicycle_infrastructure_report.pdf. 2 Centers for Disease Control and Prevention.Adult Obesity Facts.Atlanta: s See Marin County Bicycle Coalition.Economic Benefits ofBicycling in Urban CDC,2012.Available at:www.cdc.gov/obesity/data/adult.html. Environments.Available at:www.marinbike.org/Resources/EconomicBenefit- s U.S.Department of Transportation,Federal Highway Administration.2009 sOfBicycling.pdf. Household Travel Survey.2011.Available at:http://nhts.ornl.gov/2009/pub/stt. 9 Id. pdf.For relevant excerpts,see America Bikes,League of American Bicyclists. "Durango Area Tourism Office.Durango Bike Shojis&Amenities.Available at: Factsheet:National Household Travel Survey."Available at:www.bikeleague. www.durango.org/info/activities/bike_amenities.aspx. org/resources/reports/pdfs/nhts09.pdf-,see also Rails-to-Trails Conservancy. Turning Potential into Practice:Walking and Biking as Mainstream Transportation 11 League of American Bicyclists.Ridefor Economy.Available at:www.bikelea- Choices.2007.Available at:www.railstotrails.org/resources/documents/what- gue.org/resources/why/economics.php. wedo/TrailLink%2007%20Program_Mobility.pdf(citing FHWA 2006). 12 U.S.Department of Transportation,Federal Highway Administration."The Department of City Planning(DCP).The New York City Bicycle Survey.New `Carbon Footprint'of Daily Travel:NHTS Brief."2009.Available at:http:// York online public opinion survey of 1,086 cyclists,conducted for Bike Month nhts.ornl.gov/briefs/Carbon%20Footprint%20of%2OTravel.pdf. 2006.Available at:www.nyc.gov/html/dcp/html/transportation/td_bike_sur- "A survey undertaken in April 2002 identified over 140 cities in 24 states,plus vey_results.shtml;Department of City Planning,Transportation Division. the District of Columbia,that have bicycle parking requirements.Survey New York City Bicycle Parking Needs.1999.Available at:www.nyc.gov/html/ available at:www.masspaths.net/resources/parking.Many more such ordi- dcp/html/transportation/td_bikeparking.shtml. nances have been enacted since 2002. s Marin County Bicycle Coalition.Economic Benefits ofBicycling in Urban Envi- "City of Boulder.Guide to Bike Parking in the City of Boulder Available at:www. ronments.Available at:www.marinbike.org/Resources/EconomicBenefitsOf- bouldercolorado.gov/files/Bike_Parking-WEB.pdf. Bicycling.pdf. '$Id. b See Pucher J and Renne JL."Socioeconomics of Urban Travel:Evidence from the 2001 National Household Travel Survey."Transportation Quarterly,57(3): 16 Id.(provides links to bicycle parking requirements and design and construc- 49-77,2003.Available at:http://fmip.ornl.gov/2001/articles/socioeconomic- tion standards). sOfUrbanTravel.pdf;see also Barnes G.The Benefits ofBicycling in Minnesota. "Missouri Bicycle and Pedestrian Federation.Kansas City passes new develop- Minnesota Department of Transportation.2004.Available at:www.Irrb. ment code with major bicycle parking and bike/ped improvements.2009.Available org/pdf/200450.pdf;The Economic Impact ofBicycling in Colorado.Colorado at:http://mobikefed.org/tags/missouri-tourism?page=8. Department of Transportation and the Center for Research in Economic And 1s Social Policy at the University of Colorado Denver,1999.Available at:http:// Pucher J and Buehler R.Analysis ofBicycling Trends and Policies in Large North atfiles.org/files/pdf/CObikeEcon.pdf;McMahon ET and Mastran S.Better American Cities:Lessons forNew York.The Region 2 University Transportation Models for Development in California.Arlington,VA:The Conservation Fund Research Center,City College of New York,2011.Available at:www.utrc2. and Local Government Commission,2003;The Economic Impact ofBicycling in org/research/assets/176/Analysis-Bike-Finall.pdf. Wisconsin.Bicycle Federation of Wisconsin and the Wisconsin Department of 19 Id. Transportation.2006.Available at:www.dot.wisconsin.gov/business/econdev/ docs/impact-bicycling.pdf;Grabow M,Hahn M,and Whited M. Valuing Bicycling's Economic and Health Impacts in Wisconsin.Madison,WI:The Nelson Instituted for Environmental Studies,2010.Available at:www.sage.wisc.edu/ igert/download/bicycling_final_report.pdf.