TDM & Parking Strategy Integration ACT Canada TDM Summit Toronto November 17 , 2009

1. TDM & Parking Strategy Integration ACT Canada TDM SummitToronto November 17, 2009

2. Parking is not just a place to leave your vehicle It is also an important ingredient in: • Sustainable Economic Development • Good Urban Design • Transportation Demand Management These should be the major objectives of any Modern Municipal Parking Strategy

3. Transportation Demand Management (TDM) . . . requires careful coordination of several initiatives . . . . . . must deliver effective alternatives to driving during peak periods . . .

4. Transportation Demand Management Transportation Demand Management (TDM) 1. Transit - must deliver effective alternatives to driving York Region – Markham

5. Transportation Demand Management Transportation Demand Management (TDM) 2. Car/Van Pooling – must deliver alternatives to SOV driving Credit / Source: Colin McConnell/Toronto Star

6. Transportation Demand Management Transportation Demand Management (TDM) 3. Car Sharing & Bicycle Parking

7. Transportation Demand Management Transportation Demand Management (TDM) 4. Appropriate Pricing (and Supply) of Parking

8. An Integrated Parking & TDM Plan Prepared For: North Oakville Parking Strategy Source: Brook McIlroy Inc.

9. North Oakville Parking Strategy North Oakville in the context of the broader Region Source: Brook McIlroy Inc.

10. North Oakville Parking Strategy North Oakville Master Plan

11. North Oakville Parking Strategy A Transit First Plan North Oakville West: Street Hierarchy North Oakville East: Street Hierarchy Source: Brook McIlroy Inc.

12. To support GOOD URBAN DESIGN . . . and contribute to creating a walk-able and transit supportive urban environment by minimizing surface parking and encouraging higher density development through the use of parking garages that are well located and integrated with primary development To Foster ECONOMIC DEVELOPMENT . . . by assisting the private sector in achieving the development vision for the North Oakville area through the implementation of parking requirements that encourage efficient use of parking resources as well as strategic public investment in the provision of municipal parking facilities and transportation alternatives To Implement TRANSPORTATION DEMAND MANAGEMENT . . . by assisting the private sector in achieving the development vision for the North Oakville area through the implementation of parking requirements that encourage efficient use of parking resources as well as strategic public investment in the provision of municipal parking facilities and transportation alternatives North Oakville Parking Strategy Primary Goals The Town should adopt the following PRIMARY GOALS for the North Oakville Parking Strategy in order to guide and direct the future development of the municipal parking program and the provision of private parking facilities on development sites Source: Brook McIlroy Inc.

13. North Oakville Parking Strategy The Importance of On-Street Parking The Town should establish a policy framework which ensures that every new public street is carefully assessed at the design stage in terms of optimizing the on-street parking supply • In the RESIDENTIAL NEIGHBOURHOOD areas, overnight on-street parking should be permitted on a cost recovery basis to reflect the increased cost of snow removal and road maintenance / repair activities. • Approximately 50 to 100 on-street spaces should be provided along the street frontage of each neighbourhood PARK & ELEMENTARY SCHOOL site for park visitors. • On-street parking should be provided in the NEIGHBOURHOOD CENTRES primarily for short-term visitor use with the potential for limited permit sales to employees and residents. • In the URBAN CORE areas, the primary emphasis should be on providing short-term parking for visitors with the potential for limited permit sales to employees and residents. • The layout for the parking spaces should be provided as part of a COMPOSITE UTILITIES PLAN (CUP) for each street. • To retain this OPTIMIZED SUPPLY the Town should modify its by-laws to prohibit driveway widenings in North Oakville where on-street parking would be displaced. Source: Brook McIlroy Inc.

14. North Oakville Parking Strategy Town of Oakville Neighbourhood Park Design Criteria Source: Cosburn Giberson Landscape Architects

15. North Oakville Parking Strategy On-Street Parking Design Guidelines As a general guide, ON-STREET PARKING STALLS SHOULD: As a general guide, ON-STREET PARKING STALLS SHOULD NOT: • conform to the Town’s traffic by-law • be located within 1.0 metres of a driveway edge • be placed on the same side of the street as a public park • be placed in front of pedestrian walkways or paths running perpendicular to the street • generally be located on the side with the higher-density mixed-use development • be located in front of fire hydrants, postal boxes or loading zones • where parking is allowed on only one side of the street, it should be placed on the side that maximizes the amount obtained and should not switch sides of the same street • be placed on tight curves that would obstruct the turning path for trucks • single or double parallel parking spaces or spaces at the end of a row must be a minimum of 5.2 metres in length • interfere with vehicle queuing and efficient traffic flow at significant intersection points • parallel parking spaces interior to a row of parking must be a minimum of 6.5 metres in length • obstruct the safe and efficient operation of major driveways or access points

16. Funding Sources for new municipal parking could be generated by: • Parking User Fees • Payment in Lieu Funds from private developments • Development Charges • Tax Increment Financing North Oakville Parking Strategy Municipal Parking Potential The Town could play a substantial role in the provision of public off-street parking resources at key locations in the four URBAN CORE AREAS, similar in nature, but potentially larger in scope to what it currently does in its commercial areas. The initial extent of Town involvement could range from 35% to 50% of the total parking supply or some 1,450 to 2,100 spaces. A significant portion of this supply would be in on-street parking. Over time as development intensifies, the amount of off-street parking could increase. This will be studied in greater depth in Phase B of this study. A portion of the revenues generated from parking should be utilized for Transportation Demand Management (TDM) programs to reduce future parking demand. Source: Brook McIlroy Inc.

17. North Oakville Parking Strategy North Oakville: Urban Core Areas Source: Brook McIlroy Inc.

18. With this in mind, a draft zoning by-law has been prepared which: • Minimizes the dimensions for parking facilities • Minimizes the intrusion of surface parking along Trafalgar Road in the Urban Core • Allows for shared parking reductions for mixed-use developments • Provides for reduced minimum requirements which reflect transit planning objectives • Requires parking in excess of minimum rates to be placed in parking garage structures • Establishes maximum parking supply rates in order to discourage excess parking supply • Requires the provision of bicycle parking and shower / change facilities North Oakville Parking Strategy Zoning By-Law Considerations The zoning by-law requirements for North Oakville should reflect the emphasis on compact urban form by minimizing the requirement for parking on private sites to reflect the transit and active transportation objectives for the area and maximizing the utilization of both private and public parking facilities by encouraging mixed-use shared parking facilities wherever possible. Surface Parking Frontage 90 Degree Angle Parking The zoning by-law should also allow for payment in-lieu of providing parking by private developers to reduce the need to provide on-site parking in favour of shared public parking resources operated by the Town both on-street and in strategically located off-street lots and garages. 60 Degree Angle Parking

19. North Oakville Parking Strategy Preliminary Parking Supply Requirements (Proposed but not yet approved) • Office:1 / 37 m2 minimum to 1 / 30 m2maximum(except call centres – 1 / 20 m2maximum) • Retail:1 / 30 m2 minimum to 1 / 20 m2maximum • Schools:1.5 minimum to 2.0 maximum per classroom for elementary schools2.25 minimum to 3.0 maximum per classroom for high schools • In Core Areas, all parking in excess of minimums must be in a garage • Town will accept in-lieu payment in place of parking in appropriate areas

20. Region of Waterloo Transportation Master PlanRegional Parking Strategy Prepared By: Prepared For: May, 2008

21. Region of Waterloo Transportation Master Plan Regional Parking Strategy Regional Parking Strategy Guiding Principles • A Collaborative effort by the Regional government and local area municipalities • Major impetus was the clear need to make major transit infrastructure investments and the desire to maximize ridership and return on investment • Parking Strategy working group established to develop a consensus • Still a work in progress • Not yet presented for political approvals

22. Region of Waterloo Transportation Master Plan Regional Parking Strategy Approved Rapid Transit System

23. Region of Waterloo Transportation Master Plan Regional Parking Strategy Parking Strategy Guiding Principles (DRAFT) • To implement Transportation Demand Management • To facilitate Good Urban Design and • To foster Sustainable Economic Development In a coordinated and consistent manner throughout the region These guiding principles are required to make it clear what we are trying to accomplish

24. TMSTargets across Screenlines 10% 15% 20% 25% 30% 35% 45% Region of Waterloo Transportation Master Plan Regional Parking Strategy Final Outbound PM PK Hr TMS Targets

25. Region of Waterloo Transportation Master Plan Regional Parking Strategy

26. Region of Waterloo Transportation Master Plan Regional Parking Strategy Regional Parking Strategy – Potential Shared Parking Schedule

27. Region of Waterloo Transportation Master Plan Regional Parking Strategy Link Zoning Requirements with TDM Plans • Need to develop a coordinated approach to linking parking and trip generation reductions to specific TDM Plans • Largely applicable to major employment areas • Require Developer/Employer monitoring over several years

28. Region of Waterloo Transportation Master Plan Regional Parking Strategy Prepare Rapid Transit Station Area Plans King – Ottawa Station Area • identify on-street parking • identify future garage locations • identify zoning requirements • Make development process easy

29. Region of Waterloo Transportation Master Plan Regional Parking Strategy Regional Parking Strategy – Urban Design Considerations • Require more parking in garages • Locate surface parking in rear/side yards • Locate garages in rear/side yards • Require Phasing Plans for large scale development parcels

30. Region of Waterloo Transportation Master Plan Regional Parking Strategy Municipal Employee Parking Considerations (always controversial) • Proactive municipal employee parking policies, including paid parking and supply management coordinated with TDM programs • Current approach ranges from free parking to separating it as a taxable benefit • Best Approach is to have employees pay market rates and treat parking as a reimbursable expense when a car is required • Only employees who need their car every day for job function would be given free parking • Should be implemented with TDM programs, including transit pass subsidy

31. TDM & Parking Strategy Integration ACT Canada TDM SummitToronto November 17, 2009

32. An Integrated Parking & TDM Plan Mississauga City Centre Parking Strategy

33. Mississauga City Centre Parking Strategy Mississauga City Centre HurontarioSt. City Centre Transit Terminal Square One Shopping Centre Central Library Future Sheridan College Campus Highway 403 Burnhamthorpe Rd. Living Arts Centre City Hall

34. Mississauga City Centre Parking Strategy Major Investment in Bus Rapid Transit & HOT on Hurontario Integrated TDM approach will increase ridership

35. Mississauga City Centre Parking Strategy Major concerns regarding parking include: • Is the cost of providing garage parking an obstacle to office development in City Centre? Yes, it is! • How is parking affecting transportation goals and transit investment? The current approach is not transit-supportive • Should the City be providing more municipal parking? • If so how, where and at what cost? Yes • Do we need a Parking Authority? Not yet

36. Mississauga City Centre Parking Strategy Primary Study Recommendations • Continue to implement paid parking on existing and new public streets at every opportunity • Open up City Hall, Library & LAC garages for paid public parking use • Implement paid staff parking to demonstrate TDM leadership, recover operating costs and fund future TDM & parking programs • Revise OP policies & zoning bylaws to minimize need for parking, encourage public private partnerships and include TDM provisions • Employ strategic investment in new public parking facilities to act as a development catalyst for new office, institutional and hotel development in the City Centre • Develop a funding plan & organizational structure to efficiently and effectively implement the strategy • Extend elements of the Strategy to TOD Nodes & HOT Corridors outside the City Centre

37. Mississauga City Centre Parking Strategy City Centre Office Travel Mode & Parking Demand Target Assumptions Parking demand estimates are based upon employee density of 4/1000 sq.ft., 90% peak accumulation factor and visitor requirement of 0.30/1000 sq.ft. existing and 0.25 future. This will reduce future parking supply needs by 1250 stalls Saving at least $35 million in garage costs

38. Mississauga City Centre Parking Strategy Shopping Centre Supply Reductions • Reduced supply requirement from 5.3 / 100 m2 to 4.57 / 100 m2(15% reduction) • Frees up some 1,250 spaces– 10 acres of land today– saves another $35 million in future garage costs

39. Mississauga City Centre Parking Strategy Proposed Zoning By-Law Recommendations • Establish separate Payment in Lieu of parking category for City Centre • Update Shared Parking Schedule for City Centre • Allow private shared parking arrangements within 300 metres • Provide Auto Share parking supply reduction for residential & commercial uses • Require bicycle and car/vanpool parking for residential & commercial uses • Require participation in local TMA Smart Commute Program • Implement similar parking & urban design policies in TOD Nodes & HOT Corridors

40. Mississauga City Centre Parking Strategy Start by Maximizing the Utility of Existing & Currently Proposed Facilities • Implement paid public and staff parking in garages in conjunction with supportive TDM programs in order to: • Demonstrate TDM leadership & increase transit ridership • Municipal employee transit use is only 7% compared to 13% overall for City Centre • Clearly establish a paid parking environment • Recover Operating Costs • Assist in funding future parking facilities & TDM programs • $0.8 million (approx.) per year in revenue could be generated with monthly rates @ $60 • Appears that they will start with lower employee parking fees • Supply 10% car/van pool spaces • Provide secure & comfortable bicycle storage facilities

41. Ryerson University Engineering Building Intercontinental Yorkville Hotel CBC Broadcast Centre & WSIB Headquarters Mississauga City Centre Parking Strategy Think Strategically When Building New Municipal Garages • • To attract targeted development • Post Secondary Institutions • Hotels • Office / Institutional • To encourage compact development form • To encourage higher density • To influence parking pricing & supply • To support Transportation Demand Management

42. Mississauga City Centre Parking Strategy Currently Planned Public Parking Inventory Sheridan College

43. TDM & Parking Strategy Integration ACT Canada TDM SummitToronto November 17, 2009