HIGHLANDS NEIGHBORHOOD STUDY AREA PARKING ANALYSIS

Transcription

1 HIGHLANDS NEIGHBORHOOD STUDY AREA PARKING ANALYSIS Prepared for: City and County of Denver Department of Public Works, Engineering Division Traffic Engineering Services Parking Operations 201 W. Colfax Avenue, Department 508 Denver, CO Prepared by: Felsburg Holt & Ullevig 6300 South Syracuse Way, Suite 600 Centennial, CO / Project Manager: Jeff Ream, PE, PTOE Project Engineer: Ryan Germeroth, PE FHU Reference No June 2010

2 Highlands Neighborhood Study Area Parking Analysis TABLE OF CONTENTS Page I. INTRODUCTION II. EXISTING PARKING INVENTORY A. Signed Parking Restrictions B. Study Area Land Uses C. Existing Parking Supply III. EXISTING PARKING OCCUPANCY A. Parking Data Collection Methodology B. Parking Occupancy and Trends C. Occupancy Analysis D. Parking at Townhome and Loft Developments within the Highlands Study Area 16 IV. STUDY CONCLUSIONS AND RECOMMENDATIONS APPENDIX A FRIDAY PARKING DATA APPENDIX B SATURDAY PARKING DATA APPENDIX C RESIDENTIAL PARKING DATA

3 Highlands Neighborhood Study Area Parking Analysis LIST OF FIGURES Page Figure 1. North Study Area Parking Inventory Figure 2. South Study Area Parking Inventory Figure 3 6 Figure 4. Friday (11/6/09) North Study Area Maximum Parking Occupancy 4pm 10pm Figure 5. Friday (11/6/09) South Study Area Maximum Parking Occupancy 4pm 10pm Figure 6 10 Figure 7. Saturday (11/7/09) North Study Area Maximum Parking Occupancy 4PM - 10PM Figure 8. Saturday (11/7/09) South Study Area Maximum Parking Occupancy 4PM 10PM Figure 9. Residential Parking Demand in the North Study Area (4/15/10) Figure 10. Residential Parking Demand in the South Study Area (4/15/10)

4 Highlands Neighborhood Study Area Parking Analysis I. INTRODUCTION This report summarizes the parking inventory and analyses conducted for the Highlands neighborhood, a study area bounded by 35 th and 28 th Avenues on the north and south and Mariposa and Vallejo Streets on the east and west. Both on-street parking spaces and off-street parking lots for buildings within these boundaries were surveyed to determine both the available parking supply and the parking demand created within the study area. The analysis also included an inventory of on-street parking restrictions on each block, but it is worth noting that nearly all of the time restrictions end at 6 PM, while the majority of the parking problems occur in the evening after the restrictions have ended. Parking data was collected on a Friday and Saturday evening in November 2009, with additional residential parking demand data subsequently collected in April, Page 1

5 Highlands Neighborhood Study Area Parking Analysis II. EXISTING PARKING INVENTORY A. Signed Parking Restrictions The existing signed parking restrictions in the study area are shown on Figure 1 for the north half of the study area and Figure 2 for the south half of the study area. Most of the time-related parking restrictions are two-hour parking limits between 8 am and 6 pm, the majority of which are located in the southern part of the study area just west of I-25. There are a few loading and handicap parking zones scattered throughout the study area, and several no parking zones due to close proximity to an intersection, driveway, alley or fire hydrant, but in general the rest of the on-street parking in the study area is unrestricted. Six of the two-hour blocks in the south study are in the Residential Parking Permit program (RPP), which allows vehicles with valid permits to park longer than the posted time limits: 2800 block of Umatilla 2100 block of West 29 th Avenue 1600 block of Boulder Street 1700 block of Central Street 2500 block of 16 th Street 2500 block of Kensing Court B. Study Area Land Uses The north half of Highlands study area is primarily single-family homes, with the primary commercial area located on the east ends of 33 rd and 34 th Avenues. The south half of the study area is a mix of multi-family homes, lofts, office space, retail shops, restaurants and parks, with the main commercial area located around the 15 th Street/Boulder and 16 th Street/Boulder intersections. C. Existing Parking Supply On-Street Parking The number of on-street parking spaces within the study area was determined by counting the number of vehicles on several full blocks and dividing the length of each by the number of vehicles parked. Based on this method, a vehicle parked in the study area needs approximately 20 to 25 feet to park on the street, which represents a fairly typical parallel parking space length. Based on this space length, the north half of the study area has approximately 800 on-street parking spaces and the south half has approximately 840 on-street parking spaces, for a total of 1,640 spaces. Off-Street Parking Except for a large public lot on the northwest corner of the 16 th /Boulder intersection, all of the off-street parking in the study area is reserved for adjacent residences, offices or shops. In all, there are approximately 215 parking spaces in off-street parking lots in the north half of the study area and 770 parking spaces in off-street lots in the south half of the study area for a total of 985 spaces. Page 2

6 35th Avenue Tejon Street Shoshone Street Quivas Street Pecos Street Osage Street Navajo Street Mariposa Street 34th Avenue 33rd Avenue All Times 32nd Avenue Erie Street 18th Street Boulder Street 25 LEGEND = No Parking = Handicap Parking = Loading FELSBURG HOLT & ULLEVIG City Neighborhood Parking Analyses (Highlands Neighborhood) /17/09 = 2 Hour Parking (8am - 6pm) = No Restrictions = Study Block Figure 1 North Study Area Parking Inventory NORTH

7 32nd Avenue 31st Avenue Vallejo Street Umatilla Street Tejon Street Erie Street Boulder Street th Street 18th Street 20th Street 30th Avenue 30 Central th Street Kensing Street 25 29th Avenue 33 28th Avenue th Street LEGEND = No Parking = Handicap Parking = Loading = Residential Parking X = 2 Hour Parking (8am - 6pm) = No Restrictions = Study Block Permit Restrictions (Daytime Only) FELSBURG H O L T & U L L E V I G City Neighborhood Parking Analyses (Highlands Neighborhood) /08/10 Figure 2 South Study Area Parking Inventory NORTH

8 Highlands Neighborhood Study Area Parking Analysis III. EXISTING PARKING OCCUPANCY A. Parking Data Collection Methodology Parking data was collected on a Friday and Saturday in early November from 4 PM to 10 PM in order to capture the peak parking demand period. Since nearly all of the two-hour signed time restrictions expire at 6 PM, only block face and parking lot occupancy counts were conducted (i.e., parking duration data was not collected because any vehicle parking after 4 PM can legally park in the same space throughout the evening). It should be noted that because the study was conducted in late fall, it represents a snapshot of parking conditions during a time of year when restaurant activity is down slightly from its summer peak. It can therefore be expected that during the summer, when many restaurants have additional seating available outside, there will be some additional parking demand on blocks near the restaurant nodes in the study area. B. Parking Occupancy and Trends Friday Parking Occupancy Figure 3 shows the overall parking demand for the study area for Friday evening. The on-street parking occupancy and parking lot occupancy on Friday for the north half of the study area is presented on Figure 4 while the parking occupancy information for the south half of the study area is presented on Figure 5. Each block face or block with off-street parking has been color coded to correspond with the maximum occupancy observed during the data collection. Block faces and parking lots that experience a maximum occupancy in excess of 70 percent in the north half of the study area are primarily located between 33 rd and 34 th Avenues on Osage and Navajo Streets, while in the south half they are primarily located along 15 th and 16 th Street in the vicinity of Boulder Street and Central Boulevard. Not surprisingly, both high demand areas are centered around nodes of commercial land uses and restaurants that have peak demand in the evening. In the north activity area there is a limited amount of off-street parking around 33 rd and 34 th Avenue available to commercial patrons (111 total spaces between blocks 10, 14, 15 and 16), and it is generally well used (70-84 percent occupied). Around the 15 th /Boulder and 16 th /Boulder commercial zone, there is considerably more off-street supply (278 spaces between blocks 26, and 33) but except for the 70 spaces in the public lot on the northeast corner of 16 th /Boulder, the vast majority of it is reserved for residential uses or for office uses that peak during the day. In either case, it is unavailable to commercial patrons in the evenings. As the evening progressed, both on-street and off-street parking demand increased in both the north and south areas, which is to be expected due to the high number of single and multi-family residences in the area. In general, however, even during the periods of highest occupancy, when a block was at or near capacity there was an adjacent block or block across the street that had spaces available, and when considered as a whole, the study area had an adequate parking supply to meet demand. Figure 3 shows these trends, and indicates the overall study area demand is approximately 50 percent of the total available on-street parking supply and approximately 25 percent of the total available off-street parking supply. Appendix A includes tables with both on-street and off-street count data for Friday. Page 5

9 Figure 3 Highlands Neighborhood Study Area Parking Analysis Figure 3: Friday Parking Results 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM Time of Day On-Street Demand Off-Street Demand On-Street Supply Off-Street Supply # of Vehicles Page 6

10 35th Avenue 15/8/7 15/8/7 10/1/9 10/3/7 10/5/5 Tejon Street 15/7/8 Shoshone Street Quivas Street Pecos Street /3/12 15/8/7 15/9/6 15/10/5 15/15/0 Osage Street 15/6/9 15/11/4 15/11/4 15/8/7 Navajo Street Mariposa Street 34th Avenue 15/5/10 15/5/10 15/11/4 10/6/4 12/11/1 10/7/3 15/14/1 10/5/5 10/8/2 12/11/1 15/5/10 15/6/9 15/11/4 15/15/0 15/12/ /4/11 15/13/2 15/15/0 15/14/1 15/8/7 33rd Avenue 15/10/5 15/8/7 15/11/4 10/6/4 15/9/6 15/10/5 15/14/1 10/10/0 15/5/10 15/5/10 20/12/8 12/11/ /8/2 10/3/7 10/10/0 6/5/ /5/5 15/8/7 15/5/10 15/12/3 20/18/8 32nd Avenue Erie Street 15/3/12 18th Street 15/2/13 Boulder Street 6/6/0 25 LEGEND FELSBURG H O L T & U L L E V I G X/Y/Z City Neighborhood Parking Analyses (Highlands Neighborhood) /23/10 = No Parking Allowed = % Occupied = 70-84% Occupied = 50-69% Occupied = 0-49% Occupied = Capacity/Parking Occupied/ Parking Open X = Study Block With No Off Street Lots Study Block With Off-Street Lots: X = % Occupied X = 70-84% Occupied X = 50-69% Occupied X = 0-49% Occupied Figure 4 Friday (11/6/09) North Study Area Maximum Parking Occupancy 4pm - 10pm NORTH

11 32nd Avenue 31st Avenue 30th Avenue Vallejo Street 13/6/7 15/7/ /11/4 Umatilla Street 18 13/8/5 5/2/3 13/12/2 5/3/2 14/5/9 15/10/ /12/2 16/15/1 12/6/6 13/8/5 5/5/0 15/3/12 14/4/10 14/4/10 15/3/12 18/7/11 8/2/6 16/11/5 6/1/5 16/8/8 16/7/9 5/5/0 15/15/0 9/0/9 15/10/5 15/7/8 3/2/1 19 Tejon Street /3/1 7/3/4 14/2/12 Erie Street /5/10 Boulder Street /13/2 15/2/3 15/13/2 30 7/4/3 17th Street 14/5/9 15/1/14 18th Street Central 15/6/9 3/1/2 20th Street 29th Avenue 28th Avenue 16/11/ /15/1 6/2/4 14/3/ /20/0 13/8/5 25/25/0 16/16/0 13/8/5 12/12/ /6/7 20/20/0 9/9/0 16/15/1 15th Street 33 16/13/3 10/8/ th Street Kensing Street 17/15/2 LEGEND X/Y/Z 14/0/14 16/10/6 15/8/7 38/32/6 25 = No Parking Allowed = % Occupied = 70-84% Occupied = 50-69% Occupied = 0-49% Occupied = Capacity/Parking Occupied/ Parking Open X = Study Block With No Off Street Lots Study Block With Off-Street Lots: X = % Occupied X = 70-84% Occupied X = 50-69% Occupied X = 0-49% Occupied FELSBURG H O L T & U L L E V I G City Neighborhood Parking Analyses (Highlands Neighborhood) /09/10 Figure 5 Friday (11/6/09) South Study Area Maximum Parking Occupancy 4pm - 10pm NORTH

12 Highlands Neighborhood Study Area Parking Analysis Saturday Parking Occupancy Figure 6 shows the overall demand for the study area by hour for Saturday evening. The parking occupancy for the northern half of the study area on Saturday is presented on Figure 7 while the parking occupancy for the southern half of the study area is presented on Figure 8. As with Friday conditions, the areas of highest parking demand were centered around 33 rd /Osage and 34 th /Osage in the north half of the study area and along 15 th and 16 th Street in the vicinity of Boulder Street in the south half. Off-street parking mimicked Friday conditions as well, with the lots around the north activity node well used (70-84 percent full) and the primarily private lots around the south activity node generally open. However, as with the Friday condition, when a block was at or near capacity, there was an adjacent block or block across the street that had spaces available. This is especially true of the off-street lots in the southern half of the study area that were typically less that half full. The trend for on-street parking demand showed a slight increase during the study period while the off-street parking demand was fairly constant throughout the evening. As Figure 6 indicates, the demand for on-street parking is about half of the total supply for the study area and the demand for off-street parking is about twenty-five percent of the total supply for off-street lots, similar to Friday conditions. Tables containing count data for Saturday can be found in Appendix B. Residential Parking Occupancy In addition to the above peak hour studies, an occupancy study was conducted in the early morning hours on a weekday when all the commercial establishments were closed to determine the parking demand generated solely by residents of the area. The residential parking occupancy for the northern half of the study area is presented on Figure 9 while the residential parking occupancy for the southern half of the study area is presented on Figure 10. The residential study revealed that the majority of blocks in the study area had ample available parking, there were several areas of concentrated on-street demand. In the north study area both Osage Street between 34 th and 35 th and Navajo Street between 33 rd and 34 th were fully occupied by residents. Both of these blocks are near the north commercial node, which would appear to indicate that both residents and patrons are competing for the same on-street spaces in that area during those evening peak demand periods. In the south study area the residential study indicated that the spaces on 28 th Avenue/Central between Umatilla and 15 th is fully occupied by residents, but aside from that block face, there doesn t appear to be any other significant residential demand near the south commercial node. The other two areas of high residential demand, Umatilla between 30 th and 32 nd and Kensing Street/Boulder Street, appear to be far enough away from commercial areas that residents are not competing with restaurant patrons for on-street spaces during the peak demand periods. The evening count data is presented in Appendix C. Page 9

13 Figure 6 Highlands Neighborhood Study Area Parking Analysis Figure 6: Saturday Parking Results 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM Time of Day On-Street Demand Off-Street Demand On-Street Supply Off-Street Supply # of Vehicles Page 10

14 35th Avenue 15/9/6 15/3/12 10/2/8 10/1/9 10/4/6 Tejon Street 15/9/6 Shoshone Street Quivas Street Pecos Street /4/11 15/7/8 15/10/5 15/12/3 15/15/0 Osage Street 15/1/14 15/11/4 15/11/4 15/9/6 Navajo Street Mariposa Street 34th Avenue 15/5/10 15/5/10 15/7/8 10/1/9 12/11/1 10/4/6 15/3/12 10/3/7 10/4/6 12/8/4 15/6/9 15/6/9 15/11/4 15/12/3 15/13/ /4/11 15/8/7 15/14/1 15/13/2 15/9/6 33rd Avenue 15/8/7 15/10/5 15/5/10 10/8/2 15/9/6 15/9/6 15/8/7 10/9/1 15/8/7 15/7/8 20/7/13 12/7/ /10/0 10/2/8 10/8/2 6/5/ /6/4 15/10/5 15/4/11 15/7/8 20/19/1 32nd Avenue Erie Street 15/10/5 18th Street 15/3/12 Boulder Street 6/6/0 25 LEGEND FELSBURG H O L T & U L L E V I G X/Y/Z City Neighborhood Parking Analyses (Highlands Neighborhood) /09/10 = No Parking Allowed = % Occupied = 70-84% Occupied = 50-69% Occupied = 0-49% Occupied = Capacity/Parking Occupied/ Parking Open X = Study Block With No Off Street Lots Study Block With Off-Street Lots: X = % Occupied X = 70-84% Occupied X = 50-69% Occupied X = 0-49% Occupied Figure 7 Saturday (11/7/09) North Study Area Maximum Parking Occupancy 4pm - 10pm NORTH

15 32nd Avenue 31st Avenue 30th Avenue Vallejo Street 13/5/8 15/3/ /11/4 Umatilla Street 18 13/11/2 5/4/1 13/7/6 5/5/0 14/10/4 15/10/ /13/1 16/16/0 12/8/4 13/5/8 5/4/1 15/2/13 14/6/8 14/6/8 15/4/11 18/6/12 8/2/6 16/9/7 6/3/3 16/8/8 16/7/9 5/4/1 15/15/0 9/0/9 15/10/5 15/8/7 3/2/1 19 Tejon Street 4/3/ /3/4 14/3/11 Erie Street /3/12 Boulder Street /10/5 15/1/14 15/15/0 30 7/4/3 17th Street 14/5/9 15/1/14 18th Street Central 15/8/7 3/0/3 20th Street 29th Avenue 28th Avenue 16/10/ /8/8 6/1/5 14/9/ /12/8 13/9/4 25/14/11 16/16/0 13/8/5 12/11/ /8/5 20/15/5 9/8/1 16/14/2 15th Street 33 16/13/3 10/8/ th Street Kensing Street 17/17/0 LEGEND X/Y/Z 14/11/3 16/11/5 15/8/7 38/22/16 25 = No Parking Allowed = % Occupied = 70-84% Occupied = 50-69% Occupied = 0-49% Occupied = Capacity/Parking Occupied/ Parking Open X = Study Block With No Off Street Lots Study Block With Off-Street Lots: X = % Occupied X = 70-84% Occupied X = 50-69% Occupied X = 0-49% Occupied FELSBURG H O L T & U L L E V I G City Neighborhood Parking Analyses (Highlands Neighborhood) /9/10 Figure 8 Saturday (11/7/09) South Study Area Maximum Parking Occupancy 4pm - 10pm NORTH

16 35th Avenue 15/3/12 15/4/11 10/1/14 10/0/10 10/3/7 Tejon Street 15/5/10 Shoshone Street Quivas Street Pecos Street /7/8 15/9/6 15/11/4 15/15/0 15/5/10 Osage Street 15/2/13 15/13/2 15/10/5 15/12/3 Navajo Street Mariposa Street 34th Avenue 15/4/11 15/2/13 15/1/14 10/0/10 12/3/9 15/4/11 15/3/12 10/3/7 10/5/5 12/0/12 15/8/7 15/4/10 15/4/11 15/9/6 15/13/ /6/9 15/10/5 15/4/11 15/14/1 15/4/11 33rd Avenue 15/7/8 15/8/7 15/1/14 10/0/10 15/2/13 15/5/10 15/7/8 10/1/9 15/4/11 15/4/11 20/0/20 12/7/ /4/6 10/0/10 10/3/7 6/0/ /1/9 15/13/2 15/3/12 15/4/11 20/4/16 32nd Avenue Erie Street 15/5/10 18th Street 15/2/13 Boulder Street 6/5/1 25 LEGEND = No Parking Allowed = % Occupied = 70-84% Occupied = 50-69% Occupied = 0-49% Occupied FELSBURG H O L T & U L L E V I G City Neighborhood Parking Analyses (Highlands Neighborhood) /21/10 X/Y/Z X = Capacity/Parking Occupied/ Parking Open = Study Block Number Figure 9 Residential On-Street Parking Occupancy North Study Area NORTH

17 32nd Avenue 31st Avenue 30th Avenue Vallejo Street 14/7/7 13/1/12 15/8/ /13/2 24 Umatilla Street 18 13/10/3 5/3/2 13/5/8 5/3/2 14/12/2 12/5/7 13/2/ /0/15 14/3/11 14/3/11 15/3/12 18/4/14 8/0/8 16/11/5 6/1/5 16/7/9 16/4/12 5/0/5 15/6/9 9/0/9 15/12/3 16/12/4 15/5/10 15/3/12 5/1/4 3/1/2 19 Tejon Street 4/3/ /2/5 14/0/14 Erie Street /5/10 Boulder Street /8/7 15/1/14 15/11/4 30 7/2/5 17th Street 14/5/9 15/2/13 18th Street Central 15/6/9 3/0/3 20th Street 29th Avenue 28th Avenue 16/14/ /10/6 6/0/6 14/4/ /9/11 13/7/6 25/7/18 16/2/14 13/0/13 12/12/ /8/6 20/17/3 9/0/9 16/3/13 15th Street 33 16/1/15 10/8/ th Street Kensing Street 17/6/11 14/14/0 16/5/11 15/1/14 LEGEND 38/10/28 25 = No Parking Allowed = % Occupied = 70-84% Occupied = 50-69% Occupied = 0-49% Occupied X/Y/Z X = Capacity/Parking Occupied/ Parking Open = Study Block Number FELSBURG H O L T & U L L E V I G City Neighborhood Parking Analyses (Highlands Neighborhood) /15/10 Figure 10 Residential On-Street Parking Occupancy South Study Area NORTH

18 Highlands Neighborhood Study Area Parking Analysis C. Occupancy Analysis Since the overall aggregate parking supply for the study area adequately meets the total parking demand created by the current land uses, there does not appear to be a need to provide additional parking in the form of a dedicated public parking lot or structure. That being said, the areas around the two commercial nodes experience high enough demand that revisions to the management of the current spaces would appear appropriate to make more efficient use of the existing supply. The primary challenge in both areas is to encourage turnover of the on-street spaces so they can accommodate more of the evening restaurant demand, which is best accomplished by adding time restrictions and extending them beyond 6 PM so they are effective during the demand period in question. In the north commercial node area the north-south streets are lined primarily with residential properties, so adding time restrictions that extend later into the evening on those streets may create a hardship for the folks who live there, especially since the residential study indicated that some of those blocks are well-used by residents. The east-west streets, on the other hand, don t have residential frontages and thus are less used residents, so those would be better candidates for restrictions. Furthermore, there are two segments near the most congested area that currently do not allow parking, but appear to have sufficient width to allow for additional on-street spaces and thus might be able to increase the on-street supply. The following are candidate areas for additional study by traffic engineers. 32 nd Avenue Osage to Navajo. No parking is allowed on the south side of 32 nd Avenue from Osage Street to Navajo Street. Review this segment to determine if the No Parking Zone can be reduced to create additional spaces. Any spaces gained will be only one block away from the popular Root Down restaurant and may well provide some relief from the on-street parking pressure around that establishment. 32 nd Avenue Boulder to Pecos. No parking is allowed on the south side of 32 nd Avenue from Boulder Street to Pecos Street. Review this segment to determine if the No Parking Zone can be reduced to create additional spaces. Any spaces gained would be roughly two blocks away from Root Down and therefore could help relieve some of the parking pressure in that area. It should be noted that both of the above street sections would need to be more thoroughly reviewed by the Engineering department before any conversion takes place. Around the south commercial node some additional two-hour on-street parking and longer time restrictions would be beneficial, but the bigger issue appears to be the underutilized off-street lots. While these are outside of the City s control, staff should work with the local businesses in the area to encourage developing shared parking agreements between those properties that generate peak demand during the day (offices, e.g.) and those that generate peak demand in the evening (restaurants) so that the available supply can better serve all patrons of the area. Page 15

19 Highlands Neighborhood Study Area Parking Analysis As with the north area, there are two streets that currently do not allow parking but appear to have sufficient width to allow for additional on-street spaces. Central Street north of 18 th Street. No parking is allowed on the east side of Central Street north of 18 th Street. Review this segment to determine if the No Parking Zone can be reduced to create additional spaces. Any spaces gained would cater to the higher demand areas along 15 th and Boulder, as well as the planned development of the Breckenridge Brewery at 16 th and Central, which is anticipated to increase demand along Central. 28 th Avenue/Central Street Umatilla Street to 15 th Street. No parking is allowed on the south side of 28 th Avenue and the east side of Central Street between Umatilla Street and 15 th Street. Review this segment to determine if the No Parking Zone can be reduced to create additional spaces. Any spaces gained would be located one block away from the group of high demand restaurants along 15 th Street. Since the residential study indicated the current parking there is heavily used by residents, there might be an opportunity after additional analysis for time restrictions that extend later in the evening so the spaces would be beneficial to restaurant patrons. As with the north section, both of the above street sections would need to be more thoroughly reviewed by the Engineering department before any conversion to additional parking takes place. D. Parking at Townhome and Loft Developments within the Highlands Study Area In addition to the on-street and off-street lot parking occupancy data collection, research was completed to determine if parking spaces are included as a part of sale of the various townhomes and lofts within the study area. To do so, any townhome or loft developments with a unit for sale was identified during the parking inventory data collection, all of which were located south of 33 rd Avenue, and most in the south half of the study area. In each case, the realtor was contacted and provided information on how many units were in the building, whether off-street parking was included with the unit sale, and whether more than one off-street spaces was provided per unit. The results are summarized in Table 1. As indicated, every property surveyed included some off-street parking with each unit, with all but two providing only one space per unit. This is encouraging because it indicates that a fair portion of the parking needs for the residents of these developments are met within the development itself and therefore have less of an impact to the on-street parking demand within the study area. Page 16

20 Highlands Neighborhood Study Area Parking Analysis Table 1. Off Street Parking Inventory for Lofts and Condos in Study Area Block Number of Properties on Block Number of Units (Total) Off-Street Space Included? 1 Notes Yes At least one off-street space included in garage, some have two Yes Garage space below units Yes Garage space below units Yes Garage space below units Yes One and two car garages included Yes One to two off-street spaces included Yes One to two off-street spaces included Yes At least one off-street space included in garage Yes At least one off-street space included in garage Yes At least one off-street space included in garage 1. This is also known as bundled parking. Some units in some of these buildings may be marketed as affordable units, in which in many cases means the parking is not included in the unit sale (unbundled) to maintain affordability. However, none of the realtors contacted in the survey had any knowledge of the availability of affordable units or unbundled parking units in the buildings surveyed. Page 17

21 Highlands Neighborhood Study Area Parking Analysis IV. STUDY CONCLUSIONS AND RECOMMENDATIONS The goal of the Highlands parking study was to assess the current parking supply and demand within the lower Highlands neighborhood study area and determine where changes may be necessary to meet current needs. Occupancy counts were conducted on a Friday and a Saturday evening in early November, to determine parking conditions during the periods of higher demand and at 5 AM on a weekday in April to determine the residential demand. Overall, the current aggregate parking supply for the study area adequately meets the total parking demand created by the current land uses; on-street occupancy ranged from 50 to 60 percent while off-street ranged from 20 to 30 percent. There are, however, several locations where parking changes might better meet the needs of the neighborhood. In particular, parking demand was greatest around the commercial nodes between 33 rd and 34 th Avenues on Osage and Navajo Streets in the north half of the study area and along 15 th and 16 th Street in the vicinity of Boulder Street and Central Boulevard in the south half of the study area. Block faces in these areas were consistently above 70 percent occupied on both study days and may be better served with some modifications to the current parking restrictions. The following options should be considered to address the parking issues in the Highlands study area: Extend the current parking restriction time. The current restrictions in the area end at 6 PM, but parking demand is at its highest between 7 and 9 PM due to restaurant activity. Extending the current parking restriction time past 6 PM on the blocks around both commercial nodes would encourage vehicle turn over in those areas and help maximize the number of vehicles that use those spaces. Increase the number of two-hour parking spaces in the north restaurant node. In the north commercial node there is a need to balance the supply of unrestricted on-street parking, which is more useful for residents, with the supply of two-hour parking, which is more useful for commercial patrons. Currently nearly all parking in that area is unrestricted, so it appears there is a need to increase the two-hour supply, but at the same time taking care to minimize the impacts on local residents who also use the onstreet supply. This can best be accomplished by looking at the east-west streets as candidates for conversion to time restrictions, since they don t have residential frontages along them and are less used by residents. Increase the on-street parking supply. Near the north commercial node two sections of 32 nd Avenue appear to have sufficient width to add parking to one side of the street and still maintain safe travel lanes in both directions: the south side of 32 nd Avenue between Boulder Street and Pecos Street and the south side of 32 nd Avenue between Osage Street and Navajo Street. Parking on those block faces could potentially increase the on-street supply near the commercial node by spaces and help alleviate some of the pressure in that area. These changes will require further study by traffic engineers. Page 18

22 Highlands Neighborhood Study Area Parking Analysis In the south area, the east side of Central Street north of 18 th and the south side of 28 th Avenue/east side of Central Street between Umatilla Street and 15 th Avenue also appear to have sufficient width for both parking and safe travel lanes. The additional 9-10 spaces along Central north of 18 th would help off-set the increased demand anticipated with the development of the Breckenridge Brewery at 16 th Street/Central Street, while the additional spaces along 28 th Avenue/Central Street would help offset the current demand around the 15 th /Boulder commercial node. Since the residential study indicated the current parking along 28 th /Central is heavily used by residents, the additional parking there could be signed for time restrictions that extend later in the evening so the spaces would be beneficial to restaurant patrons. Consider expanding the Residential Parking Permit program for the north commercial area. If the above changes around the north commercial node are not sufficient to address parking issues in the area, it may also be necessary to add time limit restrictions to one or more of the north-south streets in that area in addition to the east-west streets as noted above. Should that be the case, it may also be necessary to expand the Residential Parking Permit program to allow the residents who live along those blocks to park beyond two hours. Encourage shared parking for off-street lots. Since many of the restaurants in the area have little to no off-street parking, they should be encouraged to enter into shared parking agreements with nearby offices and other daytime commercial establishments that do have private lots to more fully utilize their available off-street parking supply. These options should be further discussed between the local business community, residents and staff of the various affected City departments (e.g., parking, planning, public works, etc.), and those that show the most promise should be moved forward to more specific recommendations. It should also be noted that planned developments in the area may impact the specific recommendations. For example, residents of a mixed use development would not be eligible for inclusion in the RPP. Page 19

23 Highlands Neighborhood Study Area Parking Analysis APPENDIX A FRIDAY PARKING DATA Appendix A

24 Friday North Study Area Occupancy Block Face / Lot Capacity 4 PM to 5 PM 5 PM to 6 PM 6 PM to 7 PM 7 PM to 8 PM 8 PM to 9 PM 9 PM to 10 PM Max Full Max Open North East South West Lot a North East South West Off Street Total North East South West North East South West North East South West North East South West North East South West North East South West North East South West Lot a Lot b North East South West Off Street Total Lot a Lot b Lot c Lot d (# Garages) North East South No Park No Park No Park No Park No Park No Park No Park West Off Street Total Lot a Lot b Lot c North East South West Off Street Total Lot a (# Garages) Lot b North East South West Off Street Total Lot a Gone Lot b Lot c North East West Off Street Total Lot a Lot b North East South West No Park No Park No Park No Park No Park No Park No Park Off Street Total Lot a North West Off Street Total % Occupied On Street Total % Off Street Total % Study Total %

25 Friday North Study Area Occupancy Block Face / Lot Capacity 4 PM to 5 PM 5 PM to 6 PM 6 PM to 7 PM 7 PM to 8 PM 8 PM to 9 PM 9 PM to 10 PM Max Occupancy North % 13.3% 40.0% 40.0% 53.3% 53.3% 53.3% 1 East % 20.0% 20.0% 20.0% 20.0% 20.0% 20.0% South % 26.7% 20.0% 20.0% 20.0% 33.3% 33.3% West % 26.7% 26.7% 40.0% 46.7% 46.7% 46.7% Lot a % 62.5% 12.5% 0.0% 0.0% 0.0% 75.0% North % 6.7% 26.7% 53.3% 53.3% 53.3% 53.3% 2 East % 40.0% 26.7% 6.7% 13.3% 13.3% 40.0% South % 66.7% 60.0% 60.0% 46.7% 46.7% 73.3% West % 20.0% 26.7% 53.3% 33.3% 40.0% 53.3% Off Street Total % 62.5% 12.5% 0.0% 0.0% 0.0% 75.0% North % 10.0% 10.0% 10.0% 10.0% 10.0% 10.0% 3 East % 53.3% 66.7% 66.7% 73.3% 73.3% 73.3% South % 20.0% 50.0% 60.0% 60.0% 60.0% 60.0% West % 53.3% 20.0% 40.0% 40.0% 53.3% 60.0% North % 10.0% 10.0% 30.0% 30.0% 30.0% 30.0% 4 East % 66.7% 73.3% 73.3% 73.3% 66.7% 73.3% South % 25.0% 66.7% 91.7% 83.3% 91.7% 91.7% West % 46.7% 53.3% 60.0% 66.7% 66.7% 66.7% North % 30.0% 20.0% 50.0% 50.0% 40.0% 50.0% 5 East % 33.3% 40.0% 40.0% 40.0% 53.3% 53.3% South % 60.0% 60.0% 70.0% 70.0% 70.0% 70.0% West % 66.7% 80.0% 93.3% 100.0% 100.0% 100.0% North % 26.7% 33.3% 33.3% 33.3% 33.3% 33.3% 6 East % 13.3% 26.7% 26.7% 26.7% 26.7% 26.7% South % 26.7% 26.7% 46.7% 46.7% 53.3% 53.3% West % 13.3% 13.3% 20.0% 20.0% 33.3% 33.3% North % 86.7% 46.7% 46.7% 20.0% 20.0% 93.3% 7 East % 40.0% 60.0% 86.7% 80.0% 80.0% 86.7% South % 40.0% 66.7% 73.3% 73.3% 66.7% 73.3% West % 33.3% 40.0% 40.0% 40.0% 40.0% 40.0% North % 40.0% 50.0% 50.0% 50.0% 50.0% 50.0% 8 East % 46.7% 66.7% 93.3% 100.0% 100.0% 100.0% South % 50.0% 60.0% 60.0% 60.0% 60.0% 60.0% West % 60.0% 73.3% 73.3% 73.3% 73.3% 73.3% North % 60.0% 80.0% 80.0% 80.0% 80.0% 80.0% 9 East % 66.7% 86.7% 93.3% 93.3% 93.3% 93.3% South % 80.0% 80.0% 80.0% 80.0% 80.0% 80.0% West % 40.0% 73.3% 100.0% 100.0% 100.0% 100.0% Lot a % 14.3% 14.3% 14.3% 14.3% 14.3% 14.3% Lot b % 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% North % 41.7% 66.7% 91.7% 91.7% 83.3% 91.7% 10 East % 26.7% 40.0% 46.7% 46.7% 53.3% 53.3% South % 10.0% 30.0% 30.0% 30.0% 20.0% 30.0% West % 60.0% 66.7% 80.0% 80.0% 80.0% 80.0% Off Street Total % 2.7% 2.7% 2.7% 2.7% 2.7% 2.7% Lot a % 33.3% 33.3% 55.6% 55.6% 55.6% 55.6% Lot b % 54.5% 72.7% 72.7% 72.7% 72.7% 72.7% Lot c % 60.0% 60.0% 60.0% 53.3% 53.3% 60.0% Lot d (# Garages) 6 0.0% 0.0% 0.0% 0.0% 16.7% 16.7% 16.7% 11 North % 53.3% 53.3% 60.0% 60.0% 60.0% 60.0% East % 20.0% 40.0% 40.0% 53.3% 53.3% 53.3% South No Park No Park No Park No Park No Park No Park No Park No Park West % 66.7% 60.0% 66.7% 66.7% 66.7% 66.7% Off Street Total % 43.9% 48.8% 53.7% 53.7% 53.7% 53.7% Lot a % 12.5% 12.5% 0.0% 0.0% 0.0% 12.5% Lot b % 66.7% 100.0% 100.0% 100.0% 100.0% 100.0% Lot c % 37.5% 50.0% 50.0% 62.5% 62.5% 62.5% 12 North % 33.3% 46.7% 60.0% 60.0% 66.7% 66.7% East % 33.3% 33.3% 33.3% 33.3% 33.3% 33.3% South % 13.3% 20.0% 20.0% 20.0% 13.3% 20.0% West % 20.0% 26.7% 33.3% 26.7% 26.7% 33.3% Off Street Total % 36.4% 50.0% 45.5% 50.0% 50.0% 50.0% Lot a (# Garages) % 6.3% 6.3% 0.0% 0.0% 0.0% 6.3% Lot b % 54.5% 54.5% 54.5% 54.5% 72.7% 72.7% North % 40.0% 66.7% 86.7% 80.0% 93.3% 93.3% 13 East % 20.0% 66.7% 73.3% 80.0% 66.7% 80.0% South % 6.7% 6.7% 6.7% 13.3% 13.3% 13.3% West % 6.7% 13.3% 20.0% 20.0% 33.3% 33.3% Off Street Total % 25.9% 25.9% 22.2% 22.2% 29.6% 29.6% Lot a Gone Gone Gone Gone Gone Gone Gone Gone Lot b % 50.0% 80.0% 80.0% 80.0% 90.0% 90.0% Lot c % 44.4% 55.6% 77.8% 77.8% 55.6% 77.8% 14 North % 50.0% 90.0% 90.0% 100.0% 90.0% 100.0% East % 60.0% 70.0% 75.0% 90.0% 90.0% 90.0% West % 25.0% 45.0% 60.0% 60.0% 50.0% 60.0% Off Street Total % 47.4% 68.4% 78.9% 78.9% 73.7% 78.9% Lot a 7 0.0% 14.3% 57.1% 71.4% 71.4% 71.4% 71.4% Lot b % 23.1% 53.8% 69.2% 69.2% 69.2% 69.2% North % 80.0% 80.0% 100.0% 100.0% 100.0% 100.0% 15 East % 41.7% 66.7% 91.7% 83.3% 75.0% 91.7% South 6 0.0% 33.3% 83.3% 100.0% 100.0% 100.0% 100.0% West No Park No Park No Park No Park No Park No Park No Park No Park Off Street Total % 20.0% 55.0% 70.0% 70.0% 70.0% 70.0% Lot a % 25.7% 60.0% 80.0% 77.1% 71.4% 80.0% 16 North 6 0.0% 33.3% 66.7% 50.0% 83.3% 83.3% 83.3% West % 40.0% 50.0% 40.0% 50.0% 50.0% 50.0% Off Street Total % 25.7% 60.0% 80.0% 77.1% 71.4% 80.0%

26 Friday South Study Area Occupancy Block Face / Lot Capacity 4 PM to 5 PM 5 PM to 6 PM 6 PM to 7 PM 7 PM to 8 PM 8 PM to 9 PM 9 PM to 10 PM Max Full Max Open Lot a Lot b (# Garages) North East South West Off Street Total North East South West NE SE Lot a Lot b North SE SW West Off Street Total Lot a Lot b Lot c NE SE SW NW Off Street Total North SE SW Lot a Lot b Lot c Lot d SE SW NW Off Street Total Lot a Lot b Lot c North East South West Off Street Total North East South No Park No Park No Park No Park No Park No Park No Park West Lot a NE SE NW Off Street Total Lot a Lot b Lot c Lot d Lot e Lot f Lot g NE SE SW NW Off Street Total Lot a Lot b Lot c North East South No Park No Park No Park No Park No Park No Park No Park West Off Street Total Lot a Lot b Lot c North NE SE West No Park No Park No Park No Park No Park No Park No Park Off Street Total Lot a Lot b NE SE SW NW Kensing E Kensing W Off Street Total Lot a North East South South 28th West Off Street Total NE South West Lot a Lot b NE SE SW NW Off Street Total Central - 16th to 18th SE % Occupied On Street Total % Off Street Total % Study Total %

27 Friday South Study Area Occupancy Block Face / Lot Capacity 4 PM to 5 PM 5 PM to 6 PM 6 PM to 7 PM 7 PM to 8 PM 8 PM to 9 PM 9 PM to 10 PM Max Occupancy Lot a % 30.0% 30.0% 30.0% 30.0% 30.0% 30.0% Lot b (# Garages) 5 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% North % 15.4% 23.1% 30.8% 46.2% 46.2% 46.2% 17 East % 53.3% 66.7% 66.7% 73.3% 73.3% 73.3% South % 53.8% 61.5% 61.5% 53.8% 53.8% 61.5% West % 6.7% 20.0% 26.7% 46.7% 33.3% 46.7% Off Street Total % 20.0% 20.0% 20.0% 20.0% 20.0% 20.0% North % 60.0% 80.0% 100.0% 100.0% 100.0% 100.0% 18 East % 20.0% 33.3% 40.0% 40.0% 46.7% 46.7% South % 40.0% 40.0% 40.0% 40.0% 40.0% 40.0% West % 66.7% 66.7% 66.7% 66.7% 66.7% 66.7% 19 NE % 16.7% 16.7% 16.7% 16.7% 16.7% 16.7% SE % 50.0% 75.0% 75.0% 75.0% 75.0% 75.0% Lot a % 50.0% 50.0% 50.0% 100.0% 66.7% 100.0% Lot b % 40.0% 40.0% 40.0% 60.0% 60.0% 60.0% North % 93.3% 93.3% 93.3% 100.0% 93.3% 100.0% 20 SE % 7.1% 7.1% 7.1% 14.3% 14.3% 14.3% SW % 25.0% 25.0% 25.0% 25.0% 25.0% 25.0% West % 66.7% 66.7% 66.7% 33.3% 33.3% 66.7% Off Street Total % 43.8% 43.8% 43.8% 75.0% 62.5% 75.0% Lot a % 28.6% 28.6% 14.3% 14.3% 14.3% 28.6% Lot b % 1.4% 0.0% 1.4% 1.4% 1.4% 4.1% Lot c % 0.0% 0.0% 0.0% 0.0% 3.8% 3.8% 21 NE % 7.1% 7.1% 21.4% 28.6% 28.6% 28.6% SE % 20.0% 20.0% 33.3% 33.3% 33.3% 33.3% SW % 50.0% 56.3% 62.5% 62.5% 68.8% 68.8% NW % 6.7% 6.7% 6.7% 6.7% 13.3% 13.3% Off Street Total % 2.8% 1.9% 1.9% 1.9% 2.8% 4.7% North 9 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 22 SE % 28.6% 28.6% 28.6% 28.6% 35.7% 35.7% SW % 14.3% 21.4% 28.6% 28.6% 28.6% 28.6% Lot a % 0.0% 0.0% 0.0% 0.0% 0.0% 7.7% Lot b % 20.0% 0.0% 0.0% 0.0% 0.0% 20.0% Lot c % 1.4% 0.0% 0.0% 0.0% 0.0% 4.3% 23 Lot d % 9.7% 6.5% 6.5% 6.5% 6.5% 12.9% SE 3 0.0% 0.0% 0.0% 33.3% 33.3% 0.0% 33.3% SW % 0.0% 6.7% 6.7% 0.0% 0.0% 13.3% NW % 26.7% 26.7% 33.3% 40.0% 40.0% 40.0% Off Street Total % 5.3% 2.7% 2.7% 2.7% 2.7% 8.7% Lot a % 14.3% 14.3% 14.3% 14.3% 14.3% 14.3% Lot b % 47.1% 58.8% 70.6% 76.5% 82.4% 82.4% Lot c % 19.2% 19.2% 30.8% 26.9% 26.9% 30.8% 24 North % 30.8% 38.5% 46.2% 23.1% 23.1% 46.2% East % 57.1% 71.4% 71.4% 85.7% 85.7% 85.7% South % 50.0% 50.0% 41.7% 41.7% 41.7% 50.0% West % 28.6% 28.6% 28.6% 35.7% 35.7% 35.7% Off Street Total % 26.3% 29.8% 38.6% 38.6% 40.4% 40.4% North % 60.0% 60.0% 60.0% 60.0% 60.0% 60.0% 25 East % 66.7% 53.3% 53.3% 46.7% 46.7% 66.7% South No Park No Park No Park No Park No Park No Park No Park No Park West % 50.0% 62.5% 75.0% 93.8% 93.8% 93.8% Lot a % 97.1% 98.6% 101.4% 108.6% 107.1% 108.6% NE % 50.0% 50.0% 50.0% 50.0% 50.0% 50.0% 26 SE % 86.7% 80.0% 80.0% 73.3% 80.0% 86.7% NW % 14.3% 42.9% 42.9% 42.9% 42.9% 42.9% Off Street Total % 97.1% 98.6% 101.4% 108.6% 107.1% 108.6% Lot a % 50.0% 50.0% 55.6% 50.0% 50.0% 55.6% Lot b % 0.0% 0.0% 0.0% 10.0% 10.0% 10.0% Lot c % 6.7% 6.7% 6.7% 0.0% 6.7% 6.7% Lot d % 8.8% 0.0% 0.0% 0.0% 0.0% 8.8% Lot e % 50.0% 50.0% 50.0% 37.5% 37.5% 50.0% 27 Lot f % 25.0% 0.0% 0.0% 25.0% 25.0% 25.0% Lot g % 25.0% 12.5% 12.5% 12.5% 12.5% 25.0% NE % 13.3% 20.0% 20.0% 20.0% 13.3% 20.0% SE % 6.7% 0.0% 6.7% 6.7% 0.0% 6.7% SW % 22.2% 27.8% 27.8% 38.9% 38.9% 38.9% NW % 42.9% 57.1% 57.1% 57.1% 57.1% 57.1% Off Street Total % 20.6% 15.5% 16.5% 15.5% 16.5% 20.6% Lot a 4 0.0% 0.0% 50.0% 50.0% 50.0% 50.0% 50.0% Lot b % 25.0% 25.0% 25.0% 25.0% 25.0% 25.0% Lot c % 16.7% 25.0% 25.0% 25.0% 16.7% 25.0% 28 North % 30.8% 38.5% 53.8% 61.5% 61.5% 61.5% East % 68.8% 93.8% 93.8% 93.8% 93.8% 93.8% South No Park No Park No Park No Park No Park No Park No Park No Park West % 68.8% 62.5% 62.5% 62.5% 62.5% 68.8% Off Street Total % 16.7% 29.2% 29.2% 29.2% 25.0% 29.2% Lot a 2 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% Lot b % 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% Lot c % 0.0% 27.8% 27.8% 27.8% 27.8% 27.8% 29 North % 40.0% 60.0% 80.0% 80.0% 100.0% 100.0% NE % 77.8% 88.9% 100.0% 100.0% 100.0% 100.0% SE % 93.8% 93.8% 93.8% 100.0% 100.0% 100.0% West No Park No Park No Park No Park No Park No Park No Park No Park Off Street Total % 0.0% 7.7% 7.7% 7.7% 7.7% 7.7% Lot a % 9.5% 0.0% 0.0% 0.0% 0.0% 9.5% Lot b % 40.0% 40.0% 33.3% 43.3% 46.7% 46.7% NE % 37.5% 43.8% 43.8% 43.8% 37.5% 43.8% SE % 26.7% 46.7% 53.3% 53.3% 53.3% 53.3% 30 SW % 82.4% 88.2% 88.2% 88.2% 88.2% 88.2% NW % 86.7% 86.7% 86.7% 86.7% 86.7% 86.7% Kensing E % 57.1% 71.4% 64.3% 71.4% 71.4% 71.4% Kensing W % 50.0% 60.0% 70.0% 70.0% 80.0% 80.0% Off Street Total % 27.5% 23.5% 19.6% 25.5% 27.5% 27.5% Lot a % 32.1% 28.6% 28.6% 28.6% 28.6% 32.1% North % 33.3% 16.7% 16.7% 16.7% 16.7% 33.3% East % 25.0% 65.0% 90.0% 100.0% 100.0% 100.0% 31 South % 46.2% 61.5% 61.5% 61.5% 61.5% 61.5% South 28th % 46.2% 46.2% 46.2% 46.2% 46.2% 46.2% West % 14.3% 14.3% 14.3% 21.4% 21.4% 21.4% Off Street Total % 32.1% 28.6% 28.6% 28.6% 28.6% 32.1% NE % 83.3% 83.3% 83.3% 100.0% 100.0% 100.0% 32 South % 85.0% 75.0% 75.0% 100.0% 90.0% 100.0% West % 36.0% 56.0% 68.0% 100.0% 88.0% 100.0% Lot a % 17.8% 6.7% 13.3% 26.7% 22.2% 26.7% Lot b % 21.3% 23.4% 23.4% 25.5% 31.9% 31.9% NE % 68.8% 81.3% 81.3% 81.3% 81.3% 81.3% 33 SE % 37.5% 62.5% 56.3% 50.0% 62.5% 62.5% SW % 81.3% 87.5% 81.3% 93.8% 93.8% 93.8% NW % 53.8% 61.5% 61.5% 61.5% 61.5% 61.5% Off Street Total % 19.6% 15.2% 18.5% 26.1% 27.2% 27.2% Central - 16th to 18th SE % 78.9% 78.9% 73.7% 78.9% 84.2% 84.2%