Announcing the Recipients of our Spring 2018 Community Assistance Program


Webinar Q & A: Parking Session One: Strategic Parking Management Basics for Small Communities

Webinar Q & A: Parking Session Two: Supporting Great Places and Thriving Downtowns Through Strategic

By: Community Builders Admin

Date: Apr, 02 2018

A big thank you to Jim Charlier and Leslie Bethel for a fantastic webinar on March 22nd! Jim and Leslie led a lively discussion on how parking management can be used to shape and support a vibrant downtown with thriving businesses. If you missed the webinar, be sure to click the link below to watch a recording and access the presentation slides.

Even with extra time budgeted in for a long Q&A session, there were a handful of questions that we didn't have time for during the webinar. Fortunately, Jim and Leslie have offered to answer these questions for us in writing. Both questions and responses have been edited for clarity and length.

Be sure to sign up for parts three in this series, and check out parts one and two in our archives if you missed them.

Watch Session One Watch Session Two Register for Session Three

Q & A

Leslie Bethel, Executive Director, Glenwood Springs DDA
James F. Charlier, AICP, Charlier Associates, Inc.

Q: Do you consider demand a major factor in determining whether on-street or off-street parking?

A: Our suggestion: meet as much demand as you can on the street, then do what you can to reduce demand (mode share, etc.), then add only as much off-street parking as you really need to. -Jim

Q: Several questions deal with the issue of generating buy-in from community members and local leaders. How do you convince city administrations in an auto-centric regions to rethink their parking strategies? How do you deal with citizens that simply don’t believe the results of a parking study?

A: I don’t think parking strategy varies that much from auto centric to non-auto centric places.  The viability of TDM (transportation demand management) measures has to do with how much transit service is available, how walkable the place is, etc.  The amount of demand is observable. Everybody understands how expensive it is to build new parking supply.  Nobody wants their downtown’s retail viability to be limited by how much sheet metal they can park within the downtown. It’s just economics.

I have not had much trouble presenting results of parking studies to citizens. The study should be done carefully and at the right time of year. Parking inventory can be done anytime, of course. But parking utilization should be done at a busy time of year (mtn towns – summer; Front Range – December) and should cover all day (9am – 8pm, or so) for three full days (Thursday, Friday, Saturday). -Jim

Q: Does taking away off-street parking affect ADA compliance?

A: It is important to factor in ADA compliance.  On-street parking that is oriented diagonally can be adapted to provide ADA spaces. Parallel parking cannot.  You should know the regulations. Try to get the minimum number of ADA spaces as close to the storefronts as possible. Spread them around – don’t have them all in one place. Do meet the minimum numbers, etc. -Jim

Q: What are your opinions about parking permits for residents combined with 2-hour parking limits for customers?

A: Parking permits for residents can be useful in residential areas – many cities have RPP (residential parking permit) districts adjacent to downtowns or college campuses where there can be significant overflow parking demand. Time limits for customers is also a good idea, but keep in mind that you need some one or two hour zones (usually on the most important storefront streets) and some three or four hour zones (usually on peripheral streets or nearby surface lots). Somebody who comes downtown to shop and have lunch may need to park more than two hours. -Jim

Q: Is the "6th street looking east" slide a road diet plan, going from 4 lanes to 2, or similar?

A: You could think of it as a road diet. The previous configuration (which was carrying just under 30K vehicles per day) was four lane. But traffic on 6th will be much lower now (less than half of what it was), so a two lane configuration east of the roundabout will work. I think it has more to do with the opportunity to change the character of the street with on-street parking and space for bikes and pedestrians. I doubt anybody in Glenwood is thinking of this as a road diet. It’s about to be a completely different kind of street. -Jim

Q: How effective are the free shuttles in places like Vail at reducing parking demand, keeping visitors/shoppers happy and driving business?

A: They can be effective. Vail is a fairly unique situation, but many mountain and rural places that have significant transit systems are able to reduce not only peak parking demand but also short driving trips within their core areas.  The town shuttle in Jackson WY has been free and effective.  A free shuttle is usually not the first thing you would do: commuter services generally should have a higher priority. But if you have a good fixed route, scheduled service transit network already, a fare-free core area shuttle might be worth considering. -Jim

Q: What was the ADT on the highway in Glenwood Springs before the bypass? And the ADT on 7th Street after?

A: ADT on SR 82 in Glenwood is just under 30K.  ADT on 7th is pretty low – probably less than 10K. -Jim

Q: What was the cost of the new parking garage and how many spaces does it have?

A: The Glenwood parking garage was built in 2013 for $4.4M, and includes 144 spaces. -Leslie


By: Community Builders Admin

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