Downtown Truckee Parking Structure Feasibility Study. Town of Truckee

Transcription

1 Downtown Truckee Parking Structure Feasibility Study for the Town of Truckee FEBRUARY 5, Truckee Airport Road Truckee, CA PH: (530) FAX: (530) THIS STUDY WAS FUNDED BY COMMUNITY DEVELOPMENT BLOCK GRANT FUNDS GRANT # 06-EDBG-2257

2 DOWNTOWN TRUCKEE PARKING STRUCTURE FEASIBILITY STUDY for the Town of Truckee FEBRUARY 5, 2009 Prepared by Watry Design, Inc. Architects, Structural Engineers, Parking Planners with FEHR & PEERS Transportation Consultants ROBERT E. GOLDMAN Financial Consultant ii

3 Mr. David Griffith Town of Truckee Redevelopment Agency Truckee Airport Road Truckee, CA RE: Downtown Truckee Parking Structure Feasibility Study Dear Mr. Griffith, Watry Design is pleased to submit to you this Downtown Truckee Parking Structure Feasibility Study. This report includes results from data collection and site analysis in conjunction with the efforts of Fehr & Peers Transportation Consultants. Watry Design and our associated consultants have endeavored to assemble this information into a clear and concise format. We believe that it addresses the concerns and criteria identified in the original Request for Proposal, as well as those raised during the study process. We thank you for this opportunity to work for you and hope to do so again in the near future. Sincerely, WATRY DESIGN, INC. Michelle Wendler, Architect Principal iii

4 Executive Summary Introduction This Parking Study conducted for the Town of Truckee covers different aspects of parking issues in Historic Downtown Truckee, including present and projected parking demand, parking supply, parking structure location analysis, and potential financing sources for a parking structure. The parking study area identified in this analysis coincides with the Downtown Parking District area, which is generally bounded by High Street and E. Keiser Avenue to the north, West River Street/East River Street to the south, the intersection of E Street and Donner Pass Road to the east, and the roundabout directional split at Donner Pass Road to the west (see Figure 2-4, Page 10). Within this general area, the focal point of this study is the commercial district located along Donner Pass Road between Spring Street and Bridge Street, also known as Commercial Row. The following summary highlights the important conclusions of the data provided in this report. Parking Supply and Demand Comprehensive parking demand data provided by the Town of Truckee Parking Services Manager indicates that in 2007, the peak parking demand in Historic Downtown Truckee occurred on a Saturday in August at approximately 1:00 p.m. The observed parking demand during this peak period was 638 parked vehicles. The surveyed parking supply includes 933 private, metered and employee designated parking spaces. Therefore, 68% of the available parking spaces were occupied during the peak period. This indicates that at the time of the survey, the overall downtown area had ample parking. It was also observed, however, that the majority of parking areas within close proximity to Commercial Row were fully occupied or in high demand during the peak period. This observation was also verified by a parking utilization analysis conducted by Fehr & Peers, which concluded that additional parking supply would be advantages to alleviate fully occupied areas within close proximity to Commercial Row. When parking is not regularly available in desirable areas such as this, it can lead to a perceived parking problem, from a convenience perspective. There are also parking areas within the Downtown Parking District that are underutilized. These areas are generally farther away from Commercial Row. Parking utilization could likely be increased in these underutilized areas by improving the pedestrian environment and/or improving directional signage in the Downtown Parking District area. Based on demand calculations the estimated total future-year peak parking demand to accommodate long-term land use projections (through year 2025) within the Historic Downtown area is 763 parking spaces. As (year 2007) peak parking demand was 638 parking spaces, parking demand is estimated to increase by approximately 20% by the year It is therefore projected that Historic Downtown Truckee, overall, will have adequate parking spaces to accommodate the peak-hour future-year demand. But again, spaces within close proximity to Commercial Row are fully occupied during peak times and can be alleviated by providing additional parking supply. It should be noted that two commercial sites just outside (south) of the defined parking study area have the potential to impact parking demand within the study area. Due to physical site constraints, both sites will most likely provide additional parking spaces off-site, and the anticipated location for these spaces is within the southern portion of the parking study area. The future Hotel Avery project is projected to have a shortfall of approximately 15 parking spaces, and two currently vacant commercial buildings (the former Chinese Herb Shop building and adjacent annex building) have a current shortfall of 8 spaces. The combined parking shortfall for these two sites is 23 spaces. If these spaces are provided within the parking study area, the new parking demand for the overall parking study area would increase from the projected 763 spaces to 786 spaces. It should also be noted that two potential master plan projects within Historic Downtown Truckee, the Railyard Master Plan project (Mill Site) and the Hilltop Master Plan project, would be self-parked. Therefore, these major projects would not provide surplus parking to accommodate parking demand generated by additional development in the existing downtown core. Any additional parking demand created in the downtown area would therefore have to be provided by additional parking supply within the parking study area itself. Projected long-term parking demand is based on conservative land use data. It is important to note that the potential for higher parking demand may occur if the densities of projected land uses increase from the conservative estimates used in this study. The potential for increased parking supply provided by a parking structure in the Downtown Parking District area presents an opportunity to create additional parking to accommodate higher-density/in-fill development. This can create flexibility for developments that are limited to the amount of parking that can be provided on-site due to site constraints or other limitations, if the community chooses this approach for future downtown development. Parking Structure Feasibility Study One purpose of this study was to evaluate Historic Downtown Truckee s physical ability to accommodate a parking structure, as well as to determine the most suitable site for a parking structure. Town of Truckee staff, with assistance from several public stakeholders, identified three sites in the Historic Downtown area as potential suitable sites for a future parking structure. The locations of these sites, identified as Sites A, B, and C, are identified in Figure 1-1, Page 3. After careful evaluation of the three sites, and in conjunction with Town staff and associated consultants it was determined that Site A (Post Office Site) is the preferred site for a parking structure, due to its advantageous physical dimensions, orientation of its surroundings and close proximity to Commercial Row. Site A can accommodate a four-level parking structure with ground-floor retail (Option 1A or 1B), and can yield from 283 to 296 parking stalls at 422 square feet per stall. Alternately, a five-level parking structure without retail on Site A (Option 2) could yield a 426-stall parking structure at 371 square feet per stall. These parking counts are more than adequate to satisfy the projected long-term parking demand for the year Both options iv

5 Executive Summary Parking Structure Feasibility Study - Continued for Site A have a better square-foot-per-stall efficiency than for structures achievable on Sites B and C. It should also be noted that if a parking structure were to be constructed on Site A, the 44 existing on-grade parking spaces would need to be replaced within the new structure, and the current use on the site would have to be relocated. Sites B and C would be less suitable for accommodating a parking structure due to their less accommodating physical site dimensions and/or locations. Site C is farthest away from Commercial Row, where the highest parking demand in the study area exists. Site C is on the opposite side of the railroad tracks that act as a barrier for fluid pedestrian traffic to Commercial Row. Additionally, Sites B and C are both less efficient sites for parking structure design, economically and functionally, due to their narrow physical configurations. In conjunction with (or in lieu of) a new parking structure, there are also opportunities to revitalize underutilized parking areas. There are approximately 100 underutilized parking spaces south of the railroad tracks that lie within 900 feet of Commercial Row. An enhanced pedestrian environment and improved directional signage could also make these spaces more desirable. As an example of this approach, Town staff indicates that there is potential for the Town to obtain a lease for the parking area south of the railroad tracks and west of Bridge Street (the Truckee Diner parking lot area) and possibly make improvements to the lot and streetscape. Targeted Income Group of Employees Conclusion Based on the data summarized above, the overall downtown area has ample parking. Parking areas within close proximity to Commercial Row are fully occupied or in high demand during peak periods, however, and additional parking supply may mitigate this issue. The potential for increased parking supply through structured parking in the Downtown Parking District area presents an opportunity to create additional parking to accommodate future higher density/in-fill developments, if desired by the community. Site A (Option 1A) is identified as the preferred site to accommodate a potential parking structure in Historic Downtown Truckee. Site A is preferred due to its advantageous physical dimensions, orientation of its surroundings and close proximity to Commercial Row. Site A possesses the physical dimensions necessary to design a relatively efficient parking structure, including ground-floor retail use. The proposed parking structure design adheres to Town policy, which encourages the incorporation of commercial use on the ground floor, resulting in pedestrian-oriented development in the downtown area. If the existing post office is relocated, a mixed-use parking structure could be developed in an underutilized area of the downtown, in close proximity to Commercial Row. This in-fill project would also improve pedestrian connectivity between Jibboom Street and Donner Pass Road in the downtown core, while generating new job opportunities for the previously-identified targeted income group. The preliminary estimate for permanent employment related to ongoing operations of the potential ground-floor retail/service component of the parking structure for the preferred Option 1A is based on the number of employees per square foot of gross area. Retail is generally estimated to generate one job per 600 square feet of building area, and services are generally estimated to generate one job per 400 square feet. For the purposes of this preliminary report, an average of one job per every 500 square feet is assumed. As the preferred Option 1A would provide 10,400 sf. of retail/service area, the estimated number of new permanent jobs at full build-out of a potential parking structure is approximately 21 employees. Due to the income scale of retail/service positions that would be assumed to occupy the ground-floor of the structure, it is reasonable to assume that at least 11 of these employees would earn salaries of 80% or less than the Nevada County area median income, on a full-time basis. v

6 Table of Contents Chapter 1 - Introduction Background 1 Study Chronology 1 Alternative Site Descriptions 2 Figure 1-1 Site Plan 3 Chapter 2 - Supply and Demand Introduction 4 Existing Parking Conditions 4 Figure 2-1 Parking Supply by Lot 5 Future Parking Projections 6 Figure 2-2 Parking Area Occupancy (Summer Saturday) 7 Figure 2-3 Parking Area Occupancy (Winter Saturday) 8 Figure 2-4 Study Area/Sub-Area map 10 Figure 2-5 Projected Development Parcel Map 12 Chapter 3 - Parking Capacity Analysis Parking Geometrics 13 Ramping 13 General Parking Structure Considerations 13 Preferred Parking Structure Site A Review 13 Parking Structure Descriptions for Option 1 (Site A) Figures 3-1 through 3-5 Options 1A and 1B Concept Plans Parking Structure Description for Option 2 (Site A) 20 Figures 3-6 through 3-8 Options 2 Concept Plans Parking Structure Description for Options 3 and 4 (Sites B and C) 24 Figures 3-9 through 3-13 Options 3 and 4 Concept Plans Conclusions 30 Images 3-1 and , 32 Chapter 4 - Financial Analysis Estimates of Probable Construction Cost 33 Introduction to Funding Sources 34 Potential Funding Sources Attachments A and B vi

7 Chapter 1 - Introduction Background This Parking Study has been prepared by Watry Design, Fehr & Peers and Robert Goldman, with direction from Town of Truckee staff. One goal of this study is to investigate the overall feasibility of developing structured parking within Historic Downtown Truckee. The overall purpose of the study is to develop a planning tool in the broader effort to plan the vision of the downtown area and address long-term parking issues. This document will be useful in upcoming efforts which will shape Town policy, such as the Downtown Specific Plan update and future Downtown Parking District policy-making. This Parking Study is intended to provide information and analysis regarding parking supply, demand over time, the feasibility of providing structured parking, and to determine the preferred site on which to locate a potential parking structure. This study is not intended to represent a development proposal. It is simply a feasibility study, completed for short- and long-term planning purposes. Study Chronology Task 1: Assess Current and Future Downtown Truckee Parking Demand Fehr & Peers collected parking supply data and performed two peak parking demand surveys in Historic Downtown Truckee. Information was collected on the existing parking supply, and parking demand in order to project the effect on parking from future development in the Downtown Parking District area. Fehr & Peers coordinated with Town of Truckee staff to determine the peak parking demand periods. In addition, readily available parking demand/supply information was collected from Town staff, in order to prepare graphics to illustrate parking supply and existing parking demand. The graphics also display areas of existing parking occupancies. Fehr & Peers developed future parking demand based on projected land use information. This information was compiled in conjunction with Town staff to best project the type and location of future land uses. Parking demand models were developed to determine parking demand based on a variety of land use variables including land use type, parcel size, and time-of-day parking demand. A shared parking analysis was conducted to determine overall downtown parking demand. Incorporating shared parking principles is important when determining overall downtown parking demand because many land uses have peak parking demand periods that do not occur at the same time. Task 2: Assess Traffic Circulation in the Vicinity of the Preferred Site(s) reviewed the access points in relation to spacing from intersections and other driveways to ensure efficient ingress and egress. This task was completed after the preferred site was determined. Task 3: Parking Structure Site Criteria and Analysis Watry Design studied each of the three alternative sites to determine the suitability of each site for a parking structure. Each site was rated based on its ability to provide cost-effective, adequate, convenient parking for Historic Downtown. After confirmation with Town staff regarding expectations based on policy and design issues, the team prepared design alternatives for structures on each site to quantify the costs and parking efficiencies. The design alternatives included locations of vehicle and pedestrian ingress/egress, number of parking levels, type of ramping system and total stall counts. The alternatives included ground level, typical level and top level floor plans, a building section, and a summary chart indicating stall counts and building area. The maximum number of parking spaces allowed on each site was analyzed, based on height limit and setback constraints determined by the local zoning ordinance. Task 4: Recommendation of Preferred Site for a Parking Structure Watry Design and Fehr & Peers, in conjunction with Town staff, provided a recommendation of the preferred site for a parking structure based on data collected and/or analyzed in this study. Task 5: Preliminary Identification of Costs and Possible Funding Sources of a Structure Watry Design provided opinions of probable construction costs based on its extensive database of unit prices. Research was provided to normalize these costs to the Truckee area. Concept costs include contractor s markups and contingencies. Parking structure financing sources that might be considered in a financing plan are identified and described, and their pros and cons are noted. Such sources include parking revenues, 1913/1915 Act special benefit assessments, a Community Facilities District (with a commercial special tax), tax increment financing, parking in lieu fees (or parking deficiency fees), advertising revenues, Business Improvement Districts, and State and Federal grant programs. Fehr & Peers analyzed the proposed access points of the preferred Site A (Post Office Site) and determined the routes that vehicles would potentially follow while entering and exiting the parking structure. Fehr & Peers also Page 1

8 Chapter 1 - Introduction Study Chronology - Continued Task 6: Development of Final Recommendations and Production of a Final Report to Present to the Town Council Based on completion of the previously listed tasks, Watry Design, in conjunction with associated consultants, prepared final recommendations and produced this report for review by Town staff. The report includes an Executive Summary, Introduction, Supply and Demand Analysis, appropriate graphics, opinions of probable construction costs, and financing options. The team discussed comments by Town staff and incorporated appropriate changes into the report. Site C Site C is at the northwest corner of West River Street and Bridge Street. It is railroad property and would require either a long-term lease, easement or purchase agreement with the railroad in order for construction of a parking structure to occur. The site is two blocks south of Commercial Row and on the south side of the railroad tracks passing through Historic Downtown Truckee. This site is also long and narrow, and is currently being used as an on-grade, private parking lot. Alternative Site Descriptions The three alternative parking structure sites considered in this study are all within close proximity to Commercial Row in Historic Downtown Truckee. Commercial Row is the business core of the Historic Downtown area bound by Spring Street to the west and Bridge Street to the east along Donner Pass Road. Below are detailed descriptions of the three alternative sites analyzed for this study. Figure 1-1 on Page 3 displays an aerial image of these sites. Site A Site A, also known as the Post Office Site, is located one block north of Commercial Row at the southwest corner of Jibboom Street and Bridge Street. There is currently a post office and an on-grade, 44-space parking lot on this site. Site B Site B is located directly across the street and north of Site A on Jibboom Street, southwest of Bridge Street. It is a long and narrow vacant site abutting a hill to its northwest side. This site is two blocks north of Commercial Row. Page 2

9 Chapter 1 - Introduction Figure 1-1 Historic Downtown Truckee Parking Structure Study Areas Page 3

10 Chapter 2 - Supply and Demand Introduction This chapter provides the results of the parking analysis for Historic Downtown Truckee and includes the following: Existing parking demand analysis based on the comprehensive parking demand data provided by the Town of Truckee Parking Services Manager. Existing parking area utilization during the peak parking demand periods for summer 2006, 2007, and winter Year 2025 parking demand analysis that Fehr & Peers estimated using a parking demand model, calibrated to reflect the existing parking demand characteristics in Downtown Truckee, and 2025 Downtown Truckee Specific Plan land use projections. Recommendations for potential locations of additional parking supply and the number of parking spaces needed to accommodate the 2025 land use projections. Review of access and circulation for the preferred parking structure location. Recommendations for parking features that should be considered if parking structures are developed in Downtown Truckee. Existing Parking Conditions The Town of Truckee Parking Services Manager provided comprehensive parking demand data for Historic Downtown Truckee, based on data collected for the existing Downtown Parking District. Fehr & Peers reviewed the parking demand information to determine the peak parking demand periods and the areas with the highest parking utilization. In addition, this information was used to develop a parking model for this area. Parking Demand/Supply Data The Town of Truckee Parking Services Manager provided downtown parking demand data for August 2006 through October Surveys were performed during each month on one Wednesday between 8:00 a.m. and 7:00 p.m. and one Saturday between 8:00 a.m. and 7:00 p.m. The parking areas surveyed include private spaces, metered spaces, and employee-designated spaces. The total parking supply included in the survey is 933 private, metered, and employee spaces. The data is provided in Attachment A at the end of this report. Figure 2-1 (Page 5) displays the parking areas surveyed and the parking lot number designations that are used by the Town of Truckee to identify parking lots. The parking demand data from the year 2007 indicates that the peak parking demand for Downtown Truckee is during summer months at approximately 1:00 p.m. on weekdays and Saturday. The highest peak demand occurs on Saturdays at 1:00 p.m. in August. The data also indicates that there is a parking demand peak on Saturday afternoons in February, although this may be an abnormality given that the parking demand in January and March is much lower. A summary of the parking demand data is displayed in Table 1 below. Table 1 Downtown Truckee Existing Parking Demand (2006/2007) Maximum Summer Parking Demand (Parked Cars) Month Wednesday Saturday January February March April May June July August September October November December Notes: Shading indicates peak parking demand. Source: Town of Truckee, 2007 Page 4

11 Chapter 2 - Supply and Demand Figure 2-1 Parking Areas Surveyed (Prepared by Fehr & Peers) Page 5

12 Chapter 2 - Supply and Demand Parking Area Utilization The surveyed parking supply includes 933 private, metered, and employee parking spaces. As shown in Table 1 (Page 4), the highest observed parking demand is 638 parked vehicles, indicating that during the peak period, 68% of the available parking spaces are occupied. Figures 2-2 and 2-3 (Pages 7 and 8) display the parking utilization of each parking area surveyed for a summer Saturday and winter Saturday, respectively. Although Downtown Truckee as a whole appears to have ample parking during these times, there are desirable parking areas that are fully occupied, as indicated in red on Figures 2-2 and 2-3. The on-street and off-street parking spaces on Donner Pass Road along Commercial Row between Spring Street and Bridge Street are over 90% occupied during the summer Saturday peak parking period. A 90% utilization ratio indicates good parking utilization with 10% of spaces unoccupied. These parking spaces are likely in high demand because they are located in close proximity to the Commercial Row area. When parking is not regularly available in desirable areas such as this, it can lead to a perceived parking problem, from a convenience perspective. For the purposes of this study close proximity to Commercial Row is defined as the core downtown area encompassed by and adjacent to the triangular block bounded by Donner Pass Road, Bridge Street, Jibboom Street and Spring Street. There are several survey areas that appear to have ample parking availability during the peak periods. For example, when referring to Figures 2-2 and 2-3, parking areas 2a, 2b, 3a, and 3b south of the railroad tracks are less than 30% occupied during the peak period. Also, there are several parking areas east of Bridge Street that are less than 50% occupied during the peak parking period including 25, 37, 38, 39a, 39b, 39c, 40, 41, 50a, 50b, and 51. These parking spaces include metered, private and employee spaces. These underutilized areas are likely less desirable because they are located farther away from Commercial Row, and/or the signage directing first-time visitors to the available spaces is not adequate. Based on the parking utilization analysis, Fehr & Peers came to the following conclusions: Downtown Truckee, overall, currently has ample parking. However, the parking areas within close proximity to Commercial Row are fully occupied during peak periods. The parking utilization analysis indicates that additional parking supply would be advantageous to alleviate fully occupied areas. There are parking areas within Downtown Truckee that are underutilized. These areas are generally farther away from Commercial Row. Parking utilization could likely be increased in these areas by enhancing the pedestrian environment and/or improving directional signage to the parking areas. Existing Parking Demand Model Fehr & Peers developed an existing parking demand model for Downtown Truckee to determine its shared parking characteristics. The model was calibrated based on the parking information provided by the Parking Services Manager to account for Downtown Truckee s specific parking demand, monthly parking variations, and hourly parking variations. The existing peak summer weekend parking demand that was generated by the parking model is 643 spaces, which is within five spaces of the actual 638 space demand. This confirms the reasonable accuracy of the parking demand model used in this study. This output from the shared parking model is provided in Attachment A. Future Parking Projections Fehr & Peers coordinated with Town of Truckee Redevelopment and Community Development staff to determine the future-year (2025) land uses in Downtown Truckee that will affect parking demand. This data was utilized in conjunction with the shared parking demand model to determine the long-term future-year parking demand Downtown Truckee Land Uses Town of Truckee staff provided existing and projected 2025 land use information. Basic land use information was compiled from the Truckee Downtown Parking Study (Wilbur Smith Associates, July 2004) with updates and modifications provided by Town of Truckee staff. The land use spreadsheets developed by Town of Truckee staff are provided in Attachment B. This study focuses on the Downtown Parking District area, which consists of ten sub-areas, as illustrated on Figure 2-4 (page 10). Two potential master plan projects within Downtown Truckee, the Railyard Master Plan project (Mill Site) and the Hilltop Master Plan project, would be self-parked if developed in the future. For the purposes of this study, based on direction from Town staff, it should be assumed that these major projects would not provide surplus parking to accommodate parking demand generated by additional development in the downtown core. Table 2 (Page 9) displays a summary of the existing land uses, the projected land uses, and the total 2025 land uses for the Downtown that were assumed in the shared parking model. A detailed breakdown of future land uses within the sub-areas is shown on Table 2.1 (Page 11) and displayed on Figure 2-5 (Page 12). Again, this study defines Historic Downtown Truckee as the general area bounded by High Street and E. Keiser Avenue to the north, West River Street/East River Street to the south, the intersection of E Street and Donner Pass Road to the east, and the roundabout directional split at Donner Pass Road to the west. Page 6

13 Chapter 2 - Supply and Demand Figure 2-2 Parking Area Occupancy on a Summer Saturday (Prepared by Fehr & Peers) Page 7

14 Chapter 2 - Supply and Demand Figure 2-3 Parking Area Occupancy on a Winter Saturday (Prepared by Fehr & Peers) Page 8

15 Chapter 2 - Supply and Demand 2025 Downtown Truckee Land Uses - Continued Table 2 Downtown Truckee Land Uses Land Use Existing Land Use 2025 Projected Land Use 2025 Land Use (Total Retail 113,755 sf 28,811 sf 142,566 sf Office 56,546 sf 27,415 sf 83,961 sf Medical/Dental Office 4,387 sf 0 sf 4,387 sf Bank 3,311 sf 0 sf 3,311 sf Restaurant 34,948 sf 0 sf 34,948 sf Museum 1,281 sf 0 sf 1,281 sf Hotel 66 rooms 0 rooms 66 rooms Residential Single Family 41 units 0 units 41 units Residential Multi Family 26 units 10 units 36 units Total Residential Units 67 Units 10 Units 77 Units Total Square Feet 214,228 sf 56,226 sf 270,454 sf Notes: sf = square feet The Retail Land Use includes: General Retail, Hardware/Building Materials, Furniture/Appliance/Home, and Personal Services. The Office Land Use includes: General Office, and Travel/Insurance/Real Estate Source: Truckee Downtown Parking Study (Wilbur Smith Associates, July 2004) and Town of Truckee, 2007 The projected 2025 land use information provided by Town staff is conservative, in that it only includes planning applications that have been approved, are pending approval, or are likely to come in for review (based on staff preliminary meetings with property owners or staff knowledge of key infill sites in the study area). Future parking demand could increase if new development (higher-density development or in-fill) projects are proposed. In addition, a parking structure in the downtown area could provide capacity for higher density in-fill development as parking would not have to be supplied on site for each individual development. In general, the potential for higher-density projects throughout the downtown area exists if projects could rely on shared parking within Townmanaged facilities (on-street, public lots, and a potential new public parking structure). The most obvious example of this potential is Site N in Sub-area 7, where according to current land use and zoning standards, density could feasibly be increased to approximately 35,000 square feet of commercial office, 25,000 square feet of retail, and 10 multi-family residential units Parking Demand The parking demand model utilized for this study was calibrated for existing Historic Downtown Truckee conditions to develop future-year parking demand. The detailed results of the shared parking analysis for projected 2025 conditions are provided in Attachment B. The estimated total future-year peak parking demand to accommodate long-term land use (through year 2025) is 763 parking spaces. As the (year 2007) peak parking demand is 638 parking spaces, parking demand is estimated to increase by approximately 20 percent by the year The total number of parking spaces in Historic Downtown Truckee is 933. The above-stated demand figures therefore indicate that the overall downtown area is projected to have ample parking. A high percentage of projected development (by square footage) included in this study is within close proximity to Commercial Row. Parking demand will therefore likely increase significantly within this core area. To accommodate the projected parking demand in this area it is recommended that any new parking is constructed in close proximity to Commercial Row. In addition, underutilized parking areas should be evaluated to determine improvements that would make them more functional to downtown visitors. Improvements may also include enhancing the pedestrian environment and/or improving directional signage to this area. This study has identified Site A (Post Office Site) as the preferred location for a parking structure in Historic Downtown Truckee. This site is on the southwest corner of Jibboom Street and Bridge Street. The site is ideal for a new parking facility because it is within close proximity to most commercial uses along Donner Pass Road. As shown later in this study, the preferred site has the capacity to accommodate 283 to 296 total parking spaces. If the preferred site were maximized to its parking capacity, it would provide a parking surplus and create an opportunity for higher density development if this direction was desired by the community. In conjunction with a potential new structure, there also are opportunities to revitalize underutilized parking areas. For example, there are approximately 100 parking spaces south of the railroad tracks that are within 900 feet of Commercial Row. An enhanced pedestrian environment would make these spaces more attractive. If the Town were to lease, purchase, or gain an easement to the existing parking lot south of the railroad tracks and west of Bridge Street (current Truckee Diner lot), the area could potentially be reconfigured to provide more surface parking spaces. Page 9

16 Chapter 2 - Supply and Demand Figure 2-4 Downtown Truckee Parking Study Sub-Areas (Prepared by Fehr & Peers) Page 10

17 Chapter 2 - Supply and Demand 2025 Parking Demand - Continued It should be noted that two commercial sites- the Hotel Avery site, and the Chinese Herb Shop buildings- located outside of the Parking Study Area, have the potential to impact future parking demand within the study area. Both sites are directly south of the study area. Due to physical site constraints, these sites will most likely provide additional parking spaces off-site, and the anticipated location for these spaces is within the southern portion of the study area. The future Hotel Avery project has recently been approved for construction at a currently undeveloped lot, located south of the study area, at the northeast corner of South River and Bridge Streets. This project will have a shortfall of 15 parking spaces, which will most likely be located on West River Street in Sub-area 1. Additionally, the two currently vacant commercial buildings (the Chinese Herb Shop building and adjacent annex building), located at the northeast corner of S.E. River and Bridge Streets, will have a shortfall of 8 parking spaces when fully occupied. These additional spaces will most likely be located on West River Street in either Sub-area 1 or 2. The combined parking shortfall for these two sites is 23 spaces, which could impact the supply of parking spaces in the southern portion of the Downtown Parking Study Area. Parking Sub- Areas Sub-Area 1 BUILDING EXISTING LOT APN ZONING LAND USE SQUARE BUSINESS (s.f.) FOOTAGE A W River St. DMU Hotel Alta Hotel retail; 2 MF PARCEL I.D. B W River St. DMU Retail Truckee Sports Exchange C W River St. DMU Retail Dylan's Delights D W River St. DMU Vacant Commercial Vacant Sub-Area 2 E E River St. DMU Single Family N/A Sub-Area 3 TABLE 2.1 PROJECTED DOWNTOWN TRUCKEE LAND USE BREAKDOWN ESTIMATED IN-FILL and/or CHANGE in USE by 2025 (s.f.) 1000 new retail (with potential creation of second floor) 950 new office/retail (with potential creation of second floor) + 2 studio residential units. Based on /PA Conversion to 2819 office + 2, 2 BD residential units Conversion of SF to office with additional office space: (-600 residential, office) F Donner Pass Rd. DMU Single Family N/A Conversion of SF to 2500 retail G High St. DMU Undeveloped Undeveloped N/A new office H High St. DMU Undeveloped Undeveloped Lot N/A new office I Donner Pass Rd. DMU Single Family N/A 1200 Approx Conversion of SF to 2972 retail J Donner Pass Rd. DMU Single Family N/A Conversion of SF to 3500 retail Sub-Area 4 K Donner Pass Rd. DMU Single Family N/A Conversion of SF to 3000 retail. L Donner Pass Rd. DMU Single Family N/A (-245 SF); 3341 new retail; 846 new office M Jibboom St. DC Vacant Commercial Vacant Historic Commercial Building Conversion of vacant building to 2500 office Jibboom St. DC 2614 Sub-Area Jibboom St. DC Jibboom St. DC 4356 N Jibboom St. DC Parking Lot Parking Lot N/A Jibboom St. DC Jibboom St. DMU ,000 retail; 5000 office; 4 MF (Based on current zoning, the density on this site could be much higher. For example, the following project density could potentially be developed on this site: 35,000 s.f. commercial, 25,000 s.f. retail, 10 MF residential units. This type of project could potentially catalyze the development of a parking structure at preferred Site A. ) Jibboom St. DC 4792 Sub-Area 8 O Church St. DMU Single Family N/A Conversion of SF to 1800 office Total Residential Units Total Office / Retail (s.f.) 10 Units 56,226 s.f. Page 11

18 See Table 2.1 for r descrip ipti tions on highli ghligh ghted parce cels and d projec ected ed develop lopment Figure 2-5 Downtown Truckee Parking Study Area: Projected Development Parcels (Prepared by Town of Truckee) Page 12

19 Chapter 3 - Parking Capacity Analysis Introduction Watry Design was commissioned by the Town of Truckee to evaluate the feasibility of accommodating structured parking within Historic Downtown Truckee. Based on our analysis, it was concluded that a parking structure was most feasible on Site A, (see Figure 1-1, page3) located on the southwest corner of the Jibboom Street and Bridge Street intersection, due to the site configuration, as well as it s location relative to Commercial Row. The following section summarizes the general considerations given to all options. General Parking Structure Considerations Parking Geometrics Ramping The standard stall sizes required by the Town of Truckee s zoning regulations are 9-0" wide by 20-0" long with 24-0" wide drive aisles for 90 degree parking. Compact stall sizes are allowed to be 8-0"x16-0". These stall and drive aisle sizes are assumed for all the options. Two types of ramps are used for the proposed options. One is a parked-on-ramp. This type of ramp has about a 6% slope and has 90 degree parking on it. The second type of ramp is a speed-ramp. A speed-ramp does not have any parking on it and has an average slope of around 15%. The speed-ramp system is incorporated into Option 1a and 1b in order to accommodate for the taller floor-to-floor height in the retail space. Payment System The payment system used in the structure should be consistent with the other parking payment methods used in Downtown Truckee. Therefore, we recommend that the pay-and-display system be utilized with pay kiosks throughout the structure. The benefit to this pay method is that patrons using the structure do not have to stop for transactions on their way in to or out of the structure. Intelligent Transportation Technologies (ITS) Site A The first site analyzed is located on the southwest corner of the Jibboom Street and Bridge Street intersection where the Post Office is currently located. Two options for the site were considered, one with commercial/ retail space on the first floor, and one without this component. The parking capacity, site configuration, massing, site access and trip generation characteristics have been analyzed for each option, as described below. Parking Structure Descriptions for Options 1 and 2 (Site A) Options 1 and 2 have each been documented with a ground level, second and/or typical level and top level plan, as well as a building section. The plans represent the maximum use of the site, while maintaining the most efficient layout achievable. For both options, the primary vehicular entrance and exit is located at the corner of the site on Jibboom Street. Option 2 displays an optional exit off of Bridge Street. Both structures were designed with a 10 setback from the center line of the rear alleyway to maintain the requirements needed for unprotected openings and to maintain access to the alley. Parking Structure Option 1A (Preferred Alternative) and 1B Option 1 has two sub-options, 1A and 1B, that incorporate different amounts of retail space on the ground floor. After discussions with Town staff, it was determined that Option 1A was most consistent with the design goals and policies as described in the Downtown Specific Plan, and was therefore chosen as the preferred alternative. Option 1A reinforces the retail-oriented function on both Jibboom and Bridge Streets, and promotes a friendlier pedestrian-oriented area. Options 1A and 1B are displayed in Figures 3-1 through 3-5 (Pages 15 through 19). Option 1A and 1B include 10,400 and 6,000 square feet of ground-level retail, respectively. A floor-to-floor height of 18-0 from the ground level to the second level is necessary to accommodate general retail requirements for leasable space. This dimension can be increased, if necessary, for retail areas located in close proximity to the parking structure. The ramping for both options begins with a steeper speed-ramp which transitions to a less steep parked-on ramp. This transition is necessary to bridge the 18-0 dimension from the ground level to the second level. Stair and elevator cores are shown at the northwest and southeast corners of the structure. With the addition of retail uses, loading areas must also be provided within the site/structure. Access to this area is provided from the alleyway located on the south side of the lot. The inclusion of retail within the parking structure adds to the parking demand, while it detracts from the overall parking supply. The incorporation of retail, however, allows for a pedestrian-friendly façade along Jibboom and Bridge Streets. Real-time information systems known as Intelligent Transportation Technologies (ITS) should be considered for the structure. These systems reduce excessive circulation within the structure generally caused when patrons are required to search manually for available spaces. Typically, information on available parking is displayed electronically at the structure entrance and can be provided for the entire structure as a whole or subdivided into spaces available on each level. Page 13

20 Chapter 3 - Parking Capacity Analysis Parking Structure Option 1A (Preferred Alternative) and 1B - Continued Based on preliminary concept designs, a parking structure on the Post Office Site that conforms to the Town of Truckee s height requirement of a maximum of 50-0 with commercial/retail space on the first floor, can provide approximately 283 parking spaces in Option 1A and 296 spaces in Option 1B. Both options would have one access point on Jibboom Street. Summaries of the parking supply data for each option are presented in Tables 3 and 4 on this page. It should be noted that the 18-0" floor-to-floor height was used for the retail head room because it is proven to provide the most flexibility for early concept drawings. If deemed acceptable, it may be possible to lower the retail floor-to-floor height and potentially add an additional level of parking to the structure while maintaining the 50 height limit zoned for the Post Office Site. This would increase the parking capacities of the structures to 372 spaces for Option 1A and 385 spaces for Option 1B. Option 1A and 1B Trip Generation SUMMATION CHART - OPTION 1A LEVEL STANDARD COMPACT ACCESSIBLE TOTAL SQ. FT. SQ. FT./ STALL FOURTH , THIRD , SECOND , GROUND , TOTAL , * 10,400 Square Feet of Retail Table 3 The number of vehicles estimated to enter and exit the parking structure during peak-hour parking demand (Summer Saturday at approximately 1:00 PM) was determined by calculating the overall trip generation of the total 2025 land uses. The trips were then assigned to the parking facilities throughout Historic Downtown Truckee based on the number of parking spaces in each facility. Overall, the 2025 land uses will generate approximately 1,400 peak-hour trips. We estimate that 350 of these trips will go to/from a parking structure with 279 parking spaces outbound and 200 inbound. These volumes can be accommodated by one access point. Information presented in Weant and Levinson s Parking (1990) indicates that one entry point without a stop can process up to 800 vehicles per hour and one exit point without a stop can process up to 375 vehicles per hour. Option 1A and 1B Access and Circulation LEVEL STANDARD COMPACT ACCESSIBLE TOTAL SQ. FT. SQ. FT./ STALL FOURTH , THIRD , SECOND , GROUND , TOTAL , * 6,000 Square Feet of Retail Table 4 SUMMATION CHART - OPTION 1B Only one public vehicular entry and exit is provided for patrons to access the proposed parking structure. It is therefore recommended that the driveway to the parking structure allow full vehicular access (right turns in/out and left-turns in/out). The alleyway south of the proposed structure is too narrow for two-way vehicular traffic, and would cause an irregular intersection configuration at Church Street. It was determined that the alleyway would not be the preferred access point to a parking structure due to these two issues. The delivery access for the commercial/retail space is proposed to be accessed from the alley, however, the delivery access point into the structure should be gated to eliminate use by the general public. Because there would be only one public access point to the structure, the drive aisle on the first floor dead ends. A turn-around zone must be provided for vehicles that drive through the first floor and are unsuccessful at finding a parking space. To minimize the need for vehicles to turn around, the first floor parking spaces could be designated and gated for a specific user group. For example, if a hotel was constructed on Jibboom Street across from the structure, the first floor spaces could be used as valet for the hotel. Page 14

21 Chapter 3 - Parking Capacity Analysis Figur gure e 3-1 Opti tion on 1A: Site e Plan an (Site A Post t Office Site) N Page 15

22 Chapter 3 - Parking Capacity Analysis Figur gure e 3-2 Opti tion on 1A: Par arkin king g Plans ans (Site A Post t Office Site) N Page 16

23 Chapter 3 - Parking Capacity Analysis Figur gure e 3-3 Opti tion on 1B: Site e Plan an (Site A Post t Office Site) N Page 17

24 Chapter 3 - Parking Capacity Analysis Figur gure e 3-4 Opti tion on 1B: Par arkin king g Plans ans (Site A Post t Office Site) N Page 18

25 Chapter 3 - Parking Capacity Analysis Sec ecti tion on Cut t - A E W Figur gure e 3-5 Opti tion on 1A and d 1B: Trans ansverse e Buildin ding g Sec ecti tion on Page 19

26 Chapter 3 - Parking Capacity Analysis Parking Structure Option 2 (Site A) No Commercial/Retail Space Option 2 consists of 5 levels of parking including one on-grade and four elevated levels. This option does not contain any commercial/retail space on the ground level that would create the need for higher floor-to-floor heights. Therefore a parked-on-ramp was utilized throughout the structure. There are stair and elevator cores at the northwest and southeast corners of the structure. Option 2 concept plans are displayed in Figures 3-6 through 3-8 (Pages 21 through 23). Based on preliminary concept designs developed by Watry Design, a stand-alone parking structure without retial on the Post Office Site that conforms to the Town of Truckee s height requirements, can provide approximately 426 parking spaces. Table 5 summarizes the parking supply data for this option. The parking structure would have one access point on Jibboom Street and an optional access point on Bridge Street. Table 5 PARKING SUPPLY SUMMATION CHART - OPTION 2 SUMMATION CHART - OPTION 2 LEVEL STANDARD COMPACT ACCESSIBLE TOTAL SQ. FT. SQ. FT./ STALL FIFTH , FOURTH , THIRD , SECOND , GROUND , TOTAL , Trip Generation As with the other parking structure options, we estimated the number of vehicles that would enter and exit the parking structure during the peak-hour (Summer Saturday at approximately 1:00 PM) by determining the overall trip generation of the total 2025 land uses. The trips were then assigned to the parking facilities throughout Downtown Truckee based on the number of parking spaces in each facility. We estimate that 490 trips will go to and from the parking structure with 425 parking spaces outbound and 290 inbound. As previously stated, these volumes can easily be accommodated by two access points and, in fact, could be accommodated by one access point. Information presented in Weant and Levinson s Parking (1990) indicates that one exit point without a stop can process up to 375 vehicles per hour and one entry point without a stop can process up to 800 vehicles per hour. Access and Circulation We recommend that the driveway on Jibboom Street allow full access (right-turns in/out and left-turns in/out). The driveway on Bridge Street creates a very difficult intersection configuration at Church Street, the alley, and pedestrian circulation. Ideally, the parking structure access driveway should align with Church Street. However, by aligning the driveway with Church Street it causes the stair and elevator core to have more conflict with the drive entrance and creates a more hazardous situation for pedestrians. In addition, it puts the driveway very close to the alley, making visibility difficult. If the driveway and Church Street do not align, access to the driveway should be restricted to right in/right out only. The benefit of this driveway is that it keeps the interior circulation in the garage from becoming a dead end. However, if a dedicated user can be found for the first floor parking, then a dead end with a turn-around space might be acceptable. Page 20

27 Chapter 3 - Parking Capacity Analysis Figur gure e 3-6 Opti tion on 2: : Site e Plan an (Site A Post t Office Site) N Page 21

28 Chapter 3 - Parking Capacity Analysis Figur gure e 3-7 Opti tion on 2: : Par arkin king g Plans ans (Site A Post t Office Site) N Page 22

29 Chapter 3 - Parking Capacity Analysis BRIDGE ST. Sec ecti tion on Cut t - A HIGH ST. JIBBOOM ST. Sec ecti tion Cut t - B Figur gure e 3-8 Opti tion on 2: : Lon ongitu gitudin dinal al and d Trans ansverse e Sec ecti tion on (Site A Post t Office Site) Page 23

30 Chapter 3 - Parking Capacity Analysis Alternate Sites B and C In addition to Site A, two other sites were studied. Site B is located at the northwest corner of Jibboom Street and High Street; Site C is located at the northwest corner of West River Street and Brockway Road. The team looked at developing an efficient and functional parking structure on each site. Both sites are long and narrow, which made it more difficult to design an efficient multi-level parking structure with ramps and circulation considerations. Each site was too narrow for a park-on ramp, therefore a speed-ramp was used for vehicle circulation. This type of ramping system is less efficient than a park-on ramp, which generates a higher square foot per parking stall and subsequently a higher construction cost per parking stall. The inefficiency of the parking layout due to the narrow sites and more difficult circulation for the parking design on these two sites make them both less feasible than Site A. Options 3 and 4 concept plans are displayed in Figures 3-9 through 3-13 (Pages 25 through 29) Option 3 (Site B) The parking structure on Site B yields a 5 level parking structure, one level at grade and 4 elevated, with 239 stalls over a total building area of approximately 125,000 square feet. This resulted in an efficiency of 521 square feet per stall (see Table 6 for summary). One side abuts a hill, and is located directly across the street from Site A on Jibboom Street. While minor commercial space could be incorporated along Jibboom Street, it would be difficult to provide and would significantly affect the efficiency of the parking. As the efficiency was already compromised on this site, it was not developed further to include commercial space. Option 4 (Site C) The parking structure on Site C yields a 248-stall structure on 5 levels, one level at grade and 4 elevated, with a total building area of approximately 131,000 square feet (see Table 7 for summary). This resulted in an efficiency of 527 square feet per stall. This is the farthest site from Commercial Row, and is on railyard property. It would require additional costs to purchase, lease or obtain an easement for the land. TABLE Table 6 6 PARKING SUPPLY SUMMATION CHART - OPTION 3 LEVEL STANDARD COMPACT ACCESSIBLE TOTAL SQ. FT. SQ. FT./ STALL FIFTH , FOURTH , THIRD , SECOND , GROUND , TOTAL , Table 7 TABLE 7 PARKING SUPPLY SUMMATION CHART - OPTION 4 LEVEL STANDARD COMPACT ACCESSIBLE TOTAL SQ. FT. SQ. FT./ STALL FIFTH , FOURTH , THIRD , SECOND , GROUND , TOTAL , Page 24

31 Chapter 3 - Parking Capacity Analysis Figur gure e 3-9 Opti tion on 3: Site e Plan an (Site B) N Page 25

32 Chapter 3 - Parking Capacity Analysis Figur gure e 3-10 Opti tion on 3: Par arkin king g Plans ans (Site B) N Page 26

33 Chapter 3 - Parking Capacity Analysis Sec ecti tion on Cut t - A Sec ecti tion Cut t - B E W Figur gure e 3-11 Opti tion on 3: Lon ongitu gitudin dinal al and d Trans ansverse e Sec ecti tion on (Site B) Page 27

34 Chapter 3 - Parking Capacity Analysis Figur gure e 3-12 Opti tion on 4: : Site e Plan an (Site C) N Page 28

35 Chapter 3 - Parking Capacity Analysis Figur gure e 3-13 Opti tion 4: : Par arkin king Plans (Site C) N Page 29

36 Chapter 3 - Parking Capacity Analysis Conclusions Based on the parking analysis, we have the following conclusions and recommendations: Comprehensive parking demand data provided by the Town of Truckee Parking Services Manager indicates that the peak parking demand in Historic Downtown Truckee for 2007 occurs on a Saturday in August at approximately 1:00 p.m. The highest observed parking demand is 638 parked vehicles. The surveyed parking supply includes 933 parking spaces. Therefore, during the peak period, 68% of the available parking spaces are occupied. Historic Downtown Truckee, overall, has ample parking. The parking areas within close proximity to Commercial Row, however, are fully occupied during peak periods. The parking utilization analysis indicates that additional parking supply would be advantageous within close and convenient proximity to the Commercial Row area. There are parking areas within Downtown Truckee that are underutilized. These areas are generally farther away from Commercial Row. Parking utilization could be increased by revitalizing these areas and by enhancing the pedestrian environment and/or improving directional signage to the parking areas. Two potential major projects within Downtown Truckee will be self-parked, including the Railyard Master Plan Area (Mill Site) and the Hilltop Master Plan Area. For the purposes of this study, these major projects would not provide surplus parking to accommodate parking demand generated by uses in other downtown areas. The preferred location and concept plan for a parking structure in Historic Downtown Truckee is Site A, Option 1A. This site, known as the Post Office Site, is the most ideal alternative of the three sites due to its advantageous physical dimensions, orientation of its surroundings and close proximity to Commercial Row (within a five-minute walk to most commercial uses along Donner Pass Road). The preferred site has the capacity to accommodate 283 to 296 parking spaces, based on the amount of retail space incorporated into Site A Options 1A and 1B. In conjunction with the new structure, there are opportunities to make better use of parking areas in Historic Downtown Truckee. For example, there are approximately 100 underutilized parking spaces south of the railroad tracks that are within 900 feet of Commercial Row. An enhanced pedestrian environment and improved directional signage would make these spaces more attractive. If the Town were to lease the parking lot south of the railroad tracks and west of Bridge Street (the railroad-owned property currently leased by the Truckee Diner), the parking areas could be reconfigured to potentially provide more surface parking spaces, with an improved streetscape environment. Parking Structure Architecture In order to help conceptualize the mass and scale of a potential parking structure on Site A, images of example parking structure projects in other downtowns are included in Images 3-1 and 3-2 on Pages 31 and 32. These images include similarly-sized projects with commercial components along the ground-floor level, as well as some examples that include public art components in their design. These examples do not represent a recommended style or design. The estimated total future-year peak parking demand to accommodate the 2025 land use projection within the Historic Downtown area is 763 parking spaces. The existing peak parking demand is 638 parking spaces. Therefore, the parking demand is projected to increase by approximately 20% by the year Historic Downtown Truckee, overall, has enough parking to accommodate the peak-hour future-year demand. Outside of the Downtown Parking Study Area, two commercial sites have the potential to impact future parking demand within the study area: the Hotel Avery project, and the former Chinese Herb Shop building and adjacent annex building. The combined shortfall for these two sites is 23 spaces. If these additional spaces are accommodated for within the study area, the projected 2025 parking demand for the study area would increase to 786 spaces. Page 30

37 Image 3-1 Page 31

38 Image e 3-2 Page 32