HomeMy WebLinkAboutItem 4b. Draft Goals, Policies, and Strategies for the Access & Parking Management Plan Update
PLANNING COMMISSION AGENDA REPORT
SUBJECT: REVIEW THE DRAFT GOALS, POLICIES, AND STRATEGIES FOR THE
ACCESS AND PARKING MANAGEMENT PLAN UPDATE
BY: Gaven Hussey, Parking Services Manager FROM: Tyler Corey, Deputy Director
Phone Number: 805-781-7234 Phone Number: 805-781-7169
Email: ghussey@slocity.org Email: tcorey@slocity.org
APPLICANT: City of San Luis Obispo REPRESENTATIVE: Gaven Hussey
RECOMMENDATION
Review the draft goals, policies, and strategies as they relate to the General Plan’s
Circulation element, Downtown Concept Plan, and the Climate Action Plan for the Access
and Parking Management Plan.
1.0 COMMISSION'S PURVIEW
The Planning Commission’s role is to review the draft goals, policies, and strategies for
consistency with the City’s General Plan's Circulation Element, Downtown Concept Plan,
and the Climate Action Plan for Community Recovery. The Planning Commission meeting
also serves as a public engagement opportunity for community members to comment on
the progress of the Access and Parking Management Plan update. Comments on t he
draft goals, policies, and strategies provided by Commission members and by the public
will then be incorporated into the Access and Parking Management Plan update and
brought to City Council on February 21, 2023, for consideration.
2.0 BACKGROUND
The City’s Access and Parking Management Plan (Plan) is the strategic document for the
Parking Services Program and provides guidance regarding critical access to parking
facilities and resources through the City. The Plan focuses primarily on the downtown
area but also includes specific actions for residential nei ghborhoods that qualify to
participate in the Preferential Parking Permit District Program. The Plan is an instrument
for the implementation of parking and access management strategies and projects
detailed in the General Plan Circulation Element.
The Plan went through a minor update in 2011 to incorporate policies for downtown
residents but the document has largely remained unchanged since the last major update
in 2002. Over the last few decades, there has been significant advancement in parking
management strategies, technologies, and policies related to community access and
parking planning efforts that render the current plan in need of a comprehensive update
to ensure that the City is following the best parking and management practices to meet
the current and future needs of the community.
Meeting Date: 12/14/2022
Item Number: 4b
Time Estimate: 60 Minutes
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Planning Commission Report – December 14, 2022
An updated Plan will provide policy direction and guidance to the City to move toward a
more holistic and systematic approach to access and parking throughout the City. This
will be achieved by (1) incorporating leading and proven best practices from cities around
the world, (2) by aligning overall goals with other recently adopted and updated City policy
documents including the Active Transportation Plan, Circulation and Land Use Elements,
Climate Action Plan, and the Downtown Concept Plan, and (3) by planning for the future
needs of the diverse community the City serves.
3.0 PREVIOUS REVIEW
On November 3, 2022, the Active Transportation Committee (ATC) reviewed and
commented on draft action items (now referred to as strategies) that relate to the bicycle
and pedestrian goals established in the Active Transportation Plan (Attachment A). The
ATC also reviewed and commented on the active transportation specific programs and
initiatives implemented by the case study cities that will be used to further develop the
goals, policies, and strategies for the Plan update.
Below is a summary of the comments and feedback from the ATC meeting.
1. Parking Fund should act as a funding source for ATP projects
2. Find ways to improve safety for cyclists late in the evening when getting off work
3. Identify safe places to park your bicycle
4. Consider including a ‘guaranteed ride home’ program
5. Gather data on how many people use the park 'n' ride lot and bicycle into the City
6. Address circulation issues caused by long-term parking
7. Look at temporary rental bike lockers implemented by other cities
The City’s contracted consultant, Walker Consultants (Walker), and staff are in the
process of addressing the comments and feedback in the deliverables for the Plan
update. Some of the comments, like additional data collection, are not part of the scope
for the project and will need to be completed as part of a separate work effort to keep the
update on track for completion in early 2023 .
4.0 PROJECT ANALYSIS
In June 2022, Parking Services contracted Walker, a leading provider of services for
planning, design, engineering, and restoration of access, parking, and mobility
infrastructure to help guide the update of the Access and Parking Management Plan . To
date, Walker has started the outreach effort to gather input from multiple stakeholder
groups, completed an existing conditions study on the inventory and use of public parking
infrastructure, and identified comparative agencies for a case study analysis. This work
effort has informed and molded the development of drafted goals, policies, and strategies
to incorporate into the Plan update that will align the Plan with broader City initiatives .
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Planning Commission Report – December 14, 2022
4.1 Community Outreach
Walker has received input from multiple internal and external representatives as part of
the initial outreach effort. Walker is working with staff to identify additional stakeholders,
individuals, and groups whom the Plan update would benefit from their input. Walker and
City staff held a virtual town hall meeting on September 21, 2022, to engage directly with
community members regarding perceptions and attitudes toward access and parking
needs in both the downtown area and in residential neighborhoods. An online community
survey was also made available in September 2022. The survey collected feedback from
almost 300 individuals on topics ranging from travel patterns to long -term sustainability
goals as well as concerns about recent changes in downtown access.
In November 2022, Walker and staff met with Council members to review progress on the
report and to receive further direction on additional outreach needed as well as comments
on the draft strategies. Staff considers this Planning Commission meeting an opportunity
for the public to review and comment on the work completed so far in the update process.
Walker is also developing a short online poll as a follow-up to the online survey that will
be available in December 2022 through the City’s website for continued input from the
community. Staff anticipates that a draft plan will be available for public review by early
January 2023.
4.2 Existing Conditions Study
Walker has studied and inventoried the existing access and parking conditions in the City
relevant to the Plan update into an Existing Conditions Study Memo (Attachment B). The
Existing Conditions Study Memo includes summary information on the City’s existing
mobility and access systems, accomplishments from the current Plan, overview of the
existing parking programs, parking supply and demand, and current marketing materials
and methods used by Parking Services. The parking supply and demand section
constitutes the bulk of the memo (pages 14 through 42) because of the extensive
information generated by the data collection process.
Walker partnered with a third-party company to conduct two separate car counts, in July
and September 2022, to determine parking demand in both downtown and in the
Preferential Parking Permit Districts. Occupancies in the downtown area were collected
every two hours between 9:00am and 9:00pm on Thursday and Saturday of the same
week in both July and September. For the Preferential Parking Permit Districts, one
occupancy count was conducted for each district within the district’s hours of
enforcement. The July counts show summer parking demand, and the September counts
show demand when Cal Poly University and Cuesta College are in session.
Below are some of the key findings from the parking supply and demand data collection
and analysis:
1. Parking demand followed very similar patterns in July and September, with slightly
lower utilization observed during the September data collection.
2. The parking utilization rate in the downtown core was always below the 85%
recommended threshold. Even at the peak demand h our, during the Thursday
Farmer’s Market, downtown parking utilization did not exceed this threshold, and
parking spaces were available.
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3. Outside of the Farmer’s Market, the overall peak utilization rate ranged from 54 %
to 63%.
4. San Luis Obispo has been successful in encouraging people to park off -street in
the downtown study area through parking rate strategies and marketing.
5. Time restrictions for loading zones, 30-minute, and 2-hour spaces have
successfully resulted in greater availability of these high -demand spaces, relative
to 10-hour and unrestricted spaces.
6. Average utilization in the permit districts ranged from 25% in July to 53% in
September while permit compliance rate averaged 81% during both data collection
periods.
Overall, parking supply in both the downtown and residential areas are sufficient to meet
peak demand periods. Parking Services has been successful in implementing many of
the goals and action items in the current APMP through various policies and programs .
Marketing and communication have increased over the recent years but should be
expanded to reach a broader audience about parking options and availability. Recently
adopted technology and approved capital projects will improve access and information
for public parking users.
4.3 Case Study Cities and Best Management Practices
Historically, the City has used in-state coastal cities as comparative agencies for access
and parking services. However, the issue with this approach is that many coastal cities in
California either have limited parking programs that are not vertically integrated like our
program or coastal cities, particularly in southern California, are too close to major
metropolitan areas and are impacted by their regional influences. Both scenarios make
and an ‘apples to apples’ comparison difficult.
For the Plan update, staff and Walker chose to look not only to out of state examples but
also to cities abroad that are implementing leading best practices and technologies to
manage access and parking. The comparative agencies demonstrate effective parking
demand reduction strategies and increased multi-modal mobility that, if pursued in the
City, can help to further the goals outlined in the Active Transportation Plan. Attachment
C is a copy of the draft Case Studies and Best Practices Memo developed by Walker to
highlight these strategies.
4.4 Goals and Policies of the Access and Parking Management Plan Update
Walker has developed two main goals, shown below in italics, for the Access and Parking
Management Plan (Plan) update under which policies and strategies are laid out to
achieve each goal. The purpose of the goals is to recognize the focus and commitment
the City has made to reduce climate-changing emissions, support multimodal trip
objectives, and to improve the safety and experience of the public space for all users.
Goal #1: Promote mode shift and emissions reductions by making biking, walking, and
transit more attractive than driving alone, fostering an economically and culturally vibrant
downtown.
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Planning Commission Report – December 14, 2022
Goal #2: Support Parking Services success by using parking spaces efficiently, promoting
fiscal responsibility, ensuring availability, improving the customer experience, and
fostering an economically and culturally vibrant downtown.
Walker has organized the proposed strategies and their relationship to other guiding
documents in Attachment D of this report. The tables in Attachment D are separated by
policies that help to achieve the Plan’s goals and outline a range of strategies to create a
simpler, safer, more inclusive, and more affordable transportation system. Each of the
proposed strategies are linked to policies and action items from other City guiding
documents, also listed in Attachment D, to ensure consistency and support for overall
City initiatives.
Staff has outlined, in Table 1.1 below, several example draft strategies that relate directly
to the implementation of policies and action items from other guiding documents
previously reviewed by the Planning Commission. Incorporating these strategies, and the
other strategies listed in Attachment D, will align the Access and Parking Management
Plan with other guiding documents like the Circulation Element, Downtown Concept Plan,
Climate Action Plan, and the Active Transportation Plan.
Some of the strategies cannot be accomplished solely through the Parking Services office
and will require coordination with other City departments as well as community partners.
Table 1.1 – Example Draft Strategies for
Access and Parking Management Plan Update
Draft Strategy Rationale Overview Relevant City
Policy(ies)
Allow for an
additional
reduction in
parking
requirements with
provision of
bicycle parking
Greater reductions in
parking requirements
reduces barriers to
developing housing
downtown and
promotes alternative
modes of transportation.
Increase the reduction
in vehicle parking
spaces with provision
of bicycle parking
(beyond the code
requirement).
Circulation Element’s
Mode Shift Goal of
increasing bicycle use
to 20%
Widen sidewalks /
implement
constructed curb
extensions
Wider sidewalks provide
a more inviting
pedestrian experience
to encourage walking.
Consider widening the
sidewalk / constructing
curb extensions near
parking facilities,
potentially removing a
travel lane or on-street
parking.
Downtown Concept
Plan Goal 2.3 –
Provide opportunities
for a variety of new
public spaces and
recreation downtown,
including…wide
sidewalks for seating
Closer some street
for pedestrian-only
use
Promotes more people-
friendly spaces.
Consider closing
some streets such as
Garden St, Higuera
St. and Monterey St.
Downtown Concept
Plan Goal 4.1 –
Downtown streets for
pedestrians first,
followed by bicyclists.
Convert 1-way
streets to 2-way
streets
Slows travel speeds on
downtown roadways
Consider converting
streets such as
Higuera St. and Marsh
St.
Multiple Downtown
Concept Plan Goals
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Planning Commission Report – December 14, 2022
Implement a bike
share program
Partner with a third-
party to operate a bike
share program in
Downtown San Luis
Obispo.
Provides access to a
bicycle for residents,
employees, and
visitors to travel
around San Luis
Obispo.
Circulation Element’s
Mode Shift Goal
Climate Action Plan
Policy 2.2A
Active Transportation
Plan Policy 3.7
5.0 ENVIRONMENTAL REVIEW
The California Environmental Quality Act (CEQA) does not apply to the recommended
action in this report because the recommended action does not constitute a “Project”
under CEQA Guidelines Sec. 15378. The Access and Parking Management Plan update
is an administrative activity of a government agency that will not result in direct or indirect
physical impact on the environment.
Future projects, programs, and initiatives listed in the Access and Parking Management
Plan may be subject to the California Environmental Quality Act (CEQA), per the normal
environmental review process.
6.0 OTHER DEPARTMENT COMMENTS
Representatives from the Public Works Department and the Community Development
Department reviewed the scope of work for the Plan update and evaluated the bid
responses as part of the contract award process.
Representatives from the Public Works Department, Community Development
Department, Office of Diversity Equity and Inclusion, and City Administ ration were
interviewed by Walker to gather input on existing conditions and future vision for access
and parking in the City.
The Active Transportation Manager worked closely with Parking Services staff to link
Active Transportation Plan action items with key areas of the Plan update to ensure
consistency and alignment with broader City initiatives.
7.0 ATTACHMENTS
A - Active Transportation Committee Report
B - Existing Conditions Study Memo
C - Final Case Studies and Best Practices Memo
D - Draft Goals, Policies, and Strategies
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City of San Luis Obispo, Agenda, Planning Commission
Active Transportation Committee
AGENDA REPORT ITEM 2
DATE: November 3, 2022
FROM: Gaven Hussey, Parking Services Manager
SUBJECT: Access and Parking Management Plan Update
Recommendation:
Review and comment on the draft Action Items as it relates to bicycle and pedestrian transportation
to help guide the update of the Access and Parking Management Plan.
Background
The City’s Access and Parking Management Plan (Plan) is the Parking Services Program’s
strategic document and provides guidance regarding critical access to parking facilities and
resources through the City. The Plan focuses primarily on the downtown area but also includes
specific actions for residential neighborhoods that qualify to participate in the preferential parking
permit program. The Plan is an instrument for the implementation of parking and access
management strategies and projects detailed in the General Plan’s Circulation Element.
The Plan went through a minor update in 2011 to incorporate policies for downtown residents but
the document has largely remained unchanged since the last major update in 2002. Over the last
few decades, there has been significant advancement in parking management strategies,
technologies, and policies related to community access and parking planning efforts that render
the current plan in need of a comprehensive update to ensure that the City is following the best
parking and. management practices to meet the current and future needs of the community.
An updated Plan will provide policy direction and guidance to the City to move toward a more
holistic and systematic approach to access and parking throughout the City. This will be achieved
by (1) incorporating leading and proven best practices from cities around the world, (2) by aligning
overall goals with other recently adopted and updated City policy documents including the Active
Transportation Plan, Circulation and Land Use Elements, Climate Action Plan, and the Downtown
Concept Plan, and (3) by planning for the future needs of the diverse community the City serves.
Discussion
In June 2022, Parking Services contracted Walker Consultants (Walker), a leading provider of
services for planning, design, engineering, and restoration of access, parking, and mobility
infrastructure to help guide the update of the Access and Parking Management Plan. To date,
Walker has begun data collection for existing conditions and started an outreach effort to gather
Page 601 of 695
Active Transportation Committee Agenda Item 2, November 3, 2022 Page 2
input from multiple stakeholder groups that may be affected by changes in access and parking in
the City.
Stakeholder and Community Outreach Effort
Walker has received input from multiple internal and external representatives as part of the initial
outreach effort. Walker is working with staff to identify additional stakeholders, individuals, and
groups whom the Plan update would benefit from their input. Walker and City staff held a virtual
town hall meeting on September 21, 2022, to engage directly with community members regarding
perceptions and attitudes toward access and parking needs in both the downtown area and in
residential neighborhoods.
An online community survey was also made available in September 2022. The survey collected
feedback from almost 300 individuals on topics ranging from travel patterns to long-term
sustainability goals as well as concerns about recent changes in downtown access. Below are the
main takeaways from the survey regarding active transportation and transit.
1. 50% of respondents find walking, biking, and using transit to access the downtown area to
either be somewhat easy or very easy while 40% indicated that they find it somewhat
difficult or very difficult.
2. 95% of respondents think it is either somewhat important or very important to provide
space for active transportation access (walking and biking) in the downtown area.
3. ‘Making it easier and more pleasant to walk and bike’ was the second most important goal
for access management amongst all respondents followed closely by ‘reducing vehicle
congestion.’
4. 70% of respondents consider improving sidewalk conditions and connectivity an active
mobility solution the City should pursue.
Walker is developing a short online poll as a follow-up to the online survey that will be available
on the Parking Services’ webpage for continued input from the community. Meetings with Council
members are also being scheduled for late-November or early-December to present findings thus
far in the process and receive input.
Case Studies and Best Practices
Historically, the City has used in-state coastal cities as comparative agencies for access and parking
services. However, the issue with this approach is that many coastal cities in California either have
limited parking programs that are not vertically integrated like our program or coastal cities,
particularly in southern California, are too close to major metropolitan areas and are impacted by
their regional influences. Both of these scenarios make and an ‘apples to apples’ comparison
difficult.
For the Plan update, staff and Walker chose to look not only to out of state examples but also to
cities abroad that are implementing leading best practices and technologies to manage access and
parking. The comparative agencies demonstrate effective parking demand reduction strategies and
increased multi-modal mobility that, if pursued in the City, can help to further the goals outlined
in the Active Transportation Plan. Attachment A is a copy of the draft Case Studies and Best
Practices Memo developed by Walker to highlight these strategies.
Linkages to the Active Transportation Plan
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Active Transportation Committee Agenda Item 2, November 3, 2022 Page 3
The Active Transportation Plan (ATP), under the Development Impact Fees section, states that,
“As part of the update of the Parking and Access Management Plan, the City should evaluate the
potential opportunities to leverage revenues from parking fees to fund active transportation
improvements that can help reduce parking demand within the downtown and throughout the city.”
While City staff and Walker support this statement, there are also opportunities for the Parking
Fund to support active transportation efforts beyond acting as a funding mechanism.
Based on the goals outlined in the ATP, strategies implemented in the comparative agencies used
as case studies for the Plan update, and input received from the virtual town hall and online survey,
Walker anticipates linkages between the ATP and the Plan update in five key areas. While some
aspects of the Plan’s purpose and function are outside of the purview of the Active Transportation
Committee’s focus on bicycle and pedestrian transportation, staff believes specific action items
listed in the ATP directly relate to the key areas listed below.
Key Area #1: Reallocating space in the right-of-way to provide more walking and bicycling
facilities. This includes discussing tradeoffs of using ROW space for vehicle lanes, car parking,
street seats, sidewalks, utility infrastructure, bicycle parking, and bikeways.
Related Action Item(s):
1.6 - Decrease Reliance on Single-Occupant Autos. Prioritize mobility, connectivity, and
comfort for active transportation users and transit services over motor vehicle throughput and
street parking when considering tradeoffs of transportation improvement projects, particularly
on high speed/volume arterial streets.
3.3a - Work with local businesses to provide additional opportunities for sidewalk dining,
parklets and other forms of outdoor seating to encourage a vibrant, human-scale pedestrian
environment.
Key Area #2: Introducing policies that discourage some driving trips in favor of active modes by
seeking proper parking pricing and time limit enforcement.
Related Action Item(s):
3.8 - Electric Assist Bicycles. The City will explore ways to expand access to e-bikes,
particularly for disadvantaged community members, which could include exploring grants or
subsidized discounts with local bike shops.
4.8 - Support Promotional Programs and Events. Support programs and events that promote a
bicycle- and pedestrian-friendly San Luis Obispo, such as Bike to Workday, Open Streets
events, and the Bike Rodeo for school-age children.
4.10 - Addressing the Cost Barrier to Bikeshare and Transit. Evaluate the feasibility of low- or
no-cost bikeshare and transit memberships to economically disadvantaged individuals.
Key Area #3: Considering “quick build” investments that can rapidly and cheaply test access and
parking facility improvements and be further expanded, modified, or abandoned based on
measures success or failure.
Related Action Item(s):
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Active Transportation Committee Agenda Item 2, November 3, 2022 Page 4
1.5 Quick-Builds. Utilize quick-build strategies to rapidly implement priority bicycle and
pedestrian improvements using lower-cost, interim designs until more costly permanent
improvements can be funded.
Key Area #4: Improving wayfinding and navigation ease around SLO, and creating more
welcoming pedestrian environments through lighting, traffic calming, and other techniques
Related Action Item(s):
3.6 - Wayfinding. Explore ways to partner with third-party apps or web-based maps to promote
the use of the bicycle and pedestrian network and distribute them as part of a wayfinding
strategy.
Key Area #5: Support for the continued use of streets for non-vehicle travel, such as more use of
“open streets” for car-free environments, street seats installations, bike parking corrals, curb
extensions, and other amenities.
Related Action Item(s):
1.3a - Coordinate the implementation and maintenance of active transportation facilities in
conjunction with larger capital improvement projects to deliver bicycling and pedestrian
enhancements in a cost-effective manner while maintaining pavement and sidewalk systems
in a good state of repair.
3.4 - Open Streets. Support open streets (or events that temporarily activate public streets for
non-motor vehicle use) and pilot active transportation projects, such as the creation of
temporary pedestrianized, car-free streets to expand public space for visitors and community
members.
Questions for the Active Transportation Committee to Consider
Staff has prepared several questions for the Committee to consider in the context of the key areas,
the related ATP action items, and the comparative agencies.
1. Do the proposed action items align with the City’s Active Transportation Plan?
2. Are there other action items that can be supported through or incorporated into the Access
and Parking Management Plan?
3.Are there specific multimodal strategies used by one or more of the comparative agencies
that may be viable in our City?
Next Steps
A draft of the Access and Parking Management Plan update will be presented to the Planning
Commission on December 14, 2022, for review and feedback on actions items relating to the Land
Use and Circulation Elements of the General Plan. Members of the public will be able to review
and provide public comment on the draft at that meeting. In addition, the draft Plan will then be
made available to the public via the Parking Services webpage for review and comment. A final
draft of the Plan update will then go before City Council on February 21, 2023, for review and
consideration for adoption.
Recommendation:
Review and comment on the draft Action Items as it relates to bicycle and pedestrian
transportation to help guide the update of the Access and Parking Management Plan.
Attachment A - Case Studies and Best Practices Memorandum Page 604 of 695
TASK 3: EXISTING CONDITIONS REPORT
City of San Luis Obispo Access and Parking Management Plan
33-002366.00
1
BACKGROUND
The City of San Luis Obispo’s Access and Parking Management Plan (APMP) serves as the guiding document for the
City’s Parking Services Program. The APMP was adopted in July 2001 and last amended in 2011. This document
serves as background analysis for a comprehensive update of the APMP, which will incorporate data and
observations of the existing parking and access conditions in San Luis Obispo, findings from stakeholder feedback,
and the City’s ambitious climate and mobility goals expressed in other planning documents.
This memorandum serves as background analysis and includes Walker Consultants’ summary of existing parking
programs, observations of existing parking resources and utilization rates, findings related to the existing mobility
and access system, an update on the progress and accomplishments of the previous APMP, and a review of existing
parking marketing materials and their effectiveness.
DATE: November 28, 2022
TO: Alexander Fuchs and Gaven Hussey
COMPANY: City of San Luis Obispo
ADDRESS: 1260 Chorro Street, Suite B
CITY/STATE: San Luis Obispo, CA
FROM: Chrissy Mancini Nichols, Tania Schleck, Ben Weber, Ellen Schwartz
PROJECT NAME: City of San Luis Obispo Access and Parking Management Plan Update
PROJECT NUMBER: 33-002366.00
A thorough understanding of San
Luis Obispo’s current conditions
and of the community goals
expressed in other City planning
documents will help Parking
Services evaluate and implement
impactful strategies through the
Access and Parking Management
Plan Update.
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TASK 3: EXISTING CONDITIONS REPORT
City of San Luis Obispo Access and Parking Management Plan
33-002366.00
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Source: Walker Consultants, 2022.
SECTION 1: EXISTING MOBILITY AND
ACCESS SYSTEM
Parking demand is best understood in the context of the City and region’s entire mobility and access landscape.
When multi-modal transportation options are available and attractive, people will be less dependent on private
vehicles. This section highlights the City’s goals for the enhancement of its multi-modal transportation system and
high-level strategies to achieve them, briefly describes the existing transportation networks available, and provides
data for collision and citation trends related to transportation decision making.
Relevant Planning Documents
In addition to the Parking and Access Management Plan, the City of San Luis Obispo has several other planning
documents which set forth community goals and strategies related to transportation. Each plan has a unique focus,
but all share an overarching vision of reducing dependence on single occupant vehicle (SOV) travel and greenhouse
emissions. To achieve these goals, strategies should be developed holistically, and each plan should align with and
complement the others. The documents include:
• Active Transportation Plan (2021): This plan provides implementation strategies to achieve the mode share
goals set forth in the Circulation Element, showing the connection between building better-connected and
safer walking and bicycling routes and reducing private vehicle travel.
• Climate Action Plan for Community Recovery (2020): The plan’s objective of carbon neutrality by 2035
includes the goal of achieving the Circulation Element’s mode split objectives by 2030, which accounts for
16 percent of proposed GHG emissions reductions.
• Circulation Element of the General Plan (2017): This describes the City’s goals to achieve more active
transportation mode share by 2035. This includes reducing the number of people who drive alone from
67.7 percent today to 50 percent by 2030, boosting bicycling to 20 percent, boosting transit to 12 percent,
having walking, carpooling, and other forms of transportation account for 18 percent of travel. Table 1 on
page 3 shows the modal split objectives from the Circulation Element. Table 2 on page 3 shows how the
Circulation Element also establishes that downtown areas and residential corridors and neighborhoods
should especially prioritize active transportation modes over private vehicle travel.
• Downtown Concept Plan (2017): The Downtown Concept Plan establishes a vision for Downtown San Luis
Obispo in alignment with the Land Use and Circulation elements of the General Plan. Goals for downtown
include prioritizing pedestrian activity, providing ample wayfinding for motorists, and providing a safe and
easy-to-use bicycle network that enhances connections to surrounding neighborhoods, improving bicycle
parking, and encouraging the redevelopment of surface parking lots with denser retail and mixed-use
development.
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TASK 3: EXISTING CONDITIONS REPORT
City of San Luis Obispo Access and Parking Management Plan
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Table 1: Modal Split Objectives from Circulation Element
Source: City of San Luis Obispo, Circulation Element, 2017.
Table 2: Multimodal Priorities from Circulation Element
Source: City of San Luis Obispo, Circulation Element, 2017.
San Luis Obispo’s Existing Transportation
San Luis Obispo has a range of transportation options other than private motor vehicle travel for people to get
around. These include local bus service, regional bus and rail service, and a robust and growing network of
pedestrian and bicycle routes. The core urban and semi-urban adjacent parts of the city are well-connected with a
street grid, complete sidewalk network, and bikeways linking certain inner neighborhoods.
Transit Options
Transit currently accounts for 2.8 percent of resident city trips. The Circulation Element aims to boost this number
to 12 percent. The City’s Transit Division (SLO Transit) operates eight bus routes, which provide regular service on
four primary routes (one route running each direction). These buses link downtown to the airport, California
Polytechnic (“Cal Poly”) University, the Laguna Lake area neighborhoods, and elsewhere. Regional transit
connections include SoCo bus to Cuesta College, Morro Bay, Los Osos, Paso Robles, Cambia, and Santa Maria; and
Amtrak Pacific Surfliner rail service southbound along the coast to cities including Santa Barbara and Los Angeles.
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TASK 3: EXISTING CONDITIONS REPORT
City of San Luis Obispo Access and Parking Management Plan
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Bicycle Network
Bicycling currently accounts for 8.3 percent of resident city trips, and the Circulation Element aims to boost this to
20 percent. The existing bicycle network includes approximately 75 miles of designated bikeways, including 11 miles
of shared-use pathways, 63 miles of bicycle lanes/routes, and a half mile of neighborhood greenway. Figure 1
displays a map of the City’s current bicycle facilities. Community engagement for the 2021 Active Transportation
Plan found that protected bike lanes on major arterials are the most desired types of bicycle infrastructure. The
City plans to continue expanding and improving the safety of its bicycle network. Figure 2 on page 5 displays the
existing and proposed bicycle facilities for the downtown area. Another example of significant active travel
investment includes the installation of buffered bike lanes on Higuera and Marsh Streets, expected to be completed
in 2022 as part of a repaving and lane reconfiguration project. The map in Figure 3 on page 6 from the 2021 Active
Transportation Plan shows that route improvement.
During the outreach process for the Active Transportation Plan, respondents reported that the top reasons they
avoid bicycling are conflicts with heavy traffic and gaps in the bike network that make it difficult and unsafe to bike
to their destinations. Both issues can be addressed through parking policy and management.
Figure 1: Existing Bicycle Facilities in San Luis Obispo
Source: Active Transportation Plan, 2021.
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Figure 2: Downtown Bicycle Facilities Diagram
Source: San Luis Obispo Downtown Concept Plan Supplement, 2017.
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Pedestrian Infrastructure and Connectivity
According to the 2021 Active Transportation Plan, walking currently accounts for 7.2 percent of resident trips. The
City aims to increase this to 12 percent by 2030. Community outreach conducted as part of the Active
Transportation Plan revealed commonly cited barriers to walking to include the lack of crosswalks, safety and
vehicle speeding, and the need for improved lighting. San Luis Obispo currently has plans for improved crossings,
as shown in Figure 3. Traffic safety is discussed in more detail in the section below.
Figure 3: Bicycle and Pedestrian Project Corridors
Source: Active Transportation Plan, 2021.
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Traffic Safety and Citation Data
When residents perceive walking and biking as safe, they are more likely to shift some of their travel to these modes.
The City has had significant success reducing traffic crashes, injuries, and fatalities. As reported in the City of SLO
2018 & 2019 Traffic Safety Report, 2018 and 2019 were the safest traffic years for vehicles and bicycles since the
City began tracking data in 2002. Figure 4 shows how the number of total collisions each year in the City has
declined. The pedestrian injury rate has also steadily declined since 2002. In each annual report, the City identifies
key traffic safety hazards and makes recommendations for safety investment s and operations improvements to
consider for capital projects.
Figure 4: Yearly Total Traffic Collisions in San Luis Obispo
Source: City of SLO 2018 & 2019 Traffic Safety Report.
Regular enforcement of traffic violations can encourage drivers to drive more safely and help reduce hazardous
behavior. Figure 5 on page 8 shows yearly citation trends in San Luis Obispo, including both total citations and
hazardous citations. A high number of citations, however, could signal any combination of high enforcement or a
high number of actual violations. The City notes that the overall vehicle citation rate can fluctuate considerably
each year and that this may be the result of varying enforcement staffing and resources as much as it is of actual
traffic hazard occurrences. Distraction & Driving Offences, Speeding, and Stop Sign infractions comprise the
majority of violations.
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Figure 5: Yearly Total Citations for San Luis Obispo
Source: City of San Luis Obispo 2018/2019 Traffic Safety Report.
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SECTION 2: APMP ACCOMPLISHMENTS
In the planning documents discussed above, many of the strategies to enhance access and reduce single occupancy
vehicles (SOV) travel rely on making walking, biking, and public transit safer and more attractive modes of travel.
The Access and Parking Management Plan (APMP) can advance these goals, while simultaneously maintaining
sufficient availability of convenient on-street parking spaces and promoting an economically vibrant downtown
core.
Walker and the City reviewed the 2011 Access and Parking Management Plan (APMP) to track achievements, efforts
underway, and actions either abandoned or not yet begun. The 2011 APMP established broad goals to: support the
commercial viability and character of the city, support the Conceptual Physical Plan for the City Center, provide
enough parking in the core for visitors and employees, reduce employee parking demand by offering and promoting
other modes of travel, support the General Plan’s Circulation Element, support the residential components of
mixed-use described in the Land Use Element, and maintain strong fiscal stewardship of the parking program.
Accomplishments
Parking Services has implemented and maintains several policies and actions described in the plan. Key areas of
success include:
• Transformed several parking lots into development sites, as a means of promoting more effective land use
and disposing of surplus parking to help fund the Parking Fund.
• Adjusting pricing to encourage short-term on-street turnover and longer-term parking in off-street
structures.
• Adding new loading and drop-off zones (which have been particularly in demand since the pandemic began
in 2020).
• Instituting monthly and quarterly parking passes in off-street garages to promote and encourage their use
(instead of on-street parking for long-term parkers).
• Allowing shared overnight resident parking in City-owned public garages.
• Expanding City and County employee trip reduction programs to encourage non-private-vehicle travel.
• Increasing enforcement of timed parking areas using License Plate Recognition.
• Opening the Calle Joaquin park and ride facility south of town.
• Subsidizing bulk transit pass purchasing for downtown employers and employees.
• Initiating preliminary design and bidding for a fourth City-owned parking garage at the west end of town,
in alignment with the City’s position that consolidated off-street parking is an efficient method to allow
more private land development.
• Maintaining a robust and fair parking enforcement system.
• Continually monitoring parking utilization rates and parking prices, and adjusting prices as needed to shift
parking behavior.
• Establishing or expanding residential parking permit districts in partnership with impacted neighborhoods.
• Piloting carpool parking in one parking structure (but after low utilization reverted the spaces to all users).
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The existing parking program review in the next section goes into further detail on parking management programs,
provides data quantifying several of the accomplishments outlined above, and presents conclusions and key
findings that will help inform the recommendations of the APMP update.
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SECTION 3: EXISTING PARKING PROGRAM REVIEW
Parking Services oversees roughly 2,600 public parking spaces downtown, spread across five off -street surface lots,
three parking structures, and street parking controlled through a variety of time limits and per-hour pricing. Parking
Services also manages twelve preferential parking permit districts in residential areas, each with unique day-of-
week and time regulations. Downtown parking enforcement occurs between 9:00am and 9:00pm Monday through
Saturday, and between 1:00pm and 9:00pm on Sundays. This section provides a brief overview of parking
management for the following:
• Public parking
• Downtown parking permits
• Preferential parking districts
Parking Services is a separate enterprise fund within the City and thus operates using its own generated revenue.
Funds collected from paid parking go towards maintaining existing parking, constructing new parking as needed,
staffing, and enforcement.
PUBLIC PARKING
Parking Services uses parking rates, time restrictions, and designated loading zones to manage parking demand
and tailor different locations to different target users.
PAID PARKING
Lower rates for off-street parking encourage long-term parkers to utilize the structures, and higher rates for on-
street parking in the busiest areas help promote turnover and ensure availability. On-street paid parking spaces are
in the form of multi-space smart meters (in the busiest City core) or coin-operated meters (on the downtown edge).
At multi-space meters, people can either pay at the parking kiosk or via four different parking apps (Parkmobile,
Park Smarter, paybyphone, or Honk). At coin-operated parking meters, people pay for parking with coins at the
meter. Public structures require fees paid upon exit, and public surface lots require payment either by smart meter,
coin meter, or payment app. Currently, drivers do not have to pay for their first hour of garage parking, a program
that is scheduled to end on July 1, 2023, when both on-street and off-street rates will also increase, and parkers
will use mobile apps and smart meters to pay upon entry.
TIME AND CURB RESTRICTIONS
In addition to requiring payment, most on-street spaces have time limits to help ensure turnover. There are 30-
minute, 2-hour, and 10-hour spaces. No on-street parking is allowed downtown between 3:00am and 5:00am on
any day of the week to allow for street sweeping.
Off-street parking structures have no time limits and a maximum daily rate for daytime parking. Overnight paid
parking between 12:00 am and 5:00 am is also allowed in the structures for an additional fee.
Downtown areas with a high need for pick-up and drop-off services have designated Passenger Loading Zones
marked by a white curb. Passenger loading zones allow public parking for a maximum of ten minutes for the purpose
of loading and unloading passengers or depositing mail. Passenger Loading Zone regulations apply between 7:00
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am and 6:00 pm every Monday to Saturday, and between 1:00 pm and 6:00 pm every Sunday. Some passenger
loading zones are enforced 24/7 if they are near a hotel, theatre, or mailbox.
Commercial Loading Zone spaces are designated by a yellow curb. Commercial Loading Zones allow loading by
commercial vehicles for a maximum of 30 minutes. Commercial Loading Zone regulations apply 7:00 am and 6:00
pm every Monday to Saturday, and between 1:00 pm and 6:00 pm every Sunday. Commercial loading zones can
also be used by passenger vehicles for up to three minutes, but the vehicle must be occupied. The City offers permits
which allow non-commercial vehicles to stay for up to 30 minutes.
ACCESSIBLE PARKING
Disabled Person parking placards and plates allow the use of designated on-street (blue curb) and off-street
Americans with Disabilities Act (ADA) spaces, preferential parking permit zone spaces, and any on-street time-
restricted spaces at no charge.
DOWNTOWN PARKING PERMITS
Parking Services offers a variety of different parking permits to meet the needs of various user groups. The permits
offer discounted rates or the use of certain spaces in the downtown area.
• Commercial Loading Zone permits are available for businesses to purchase and renew for $60 annually.
These permits allow delivery vehicles to park in Commercial Loading Zones during business hours for a
maximum of 30 minutes. The Commercial Loading Zone spaces are designated by a yellow curb and posted
signage.
• Special Event and Construction permits allow for reservation of a downtown on-street spaces for $20 per
space per day.
• Structure Parking Passes are available for downtown employees and residents.
o Downtown employee structure parking permits cost $255 per quarter and are valid for the Marsh
Street Structure or Palm Structure between the hours of 6:00 am and midnight.
o Downtown resident structure parking permits cost $375 per quarter and are valid for parking on
the third and fourth floors of the Marsh Street and Palm Street structures, both during the day and
overnight. The City has set the maximum number of residential overnight parking permits at 10
percent of the total parking capacity in each of the participating parking structures—40 stalls for
the Palm Street structure and 50 stalls for the Marsh Street structure.
o In the third quarter of 2022, a total of 297 structure parking passes were sold. Below are sales
figures across the various user groups:
▪ City employees: 94 passes
▪ County and Courthouse employees: 35 passes
▪ Other Downtown employees: 152 passes
▪ Downtown residents: 16 passes (see below)
• 10-Hour Meter permits provide individuals a reduced rate for parking at any 10-hour on-street metered
space. At the beginning of each quarter, 400 Quarterly permits are available for $180 each , and at the
beginning of each month, 200 Monthly permits are available are available for $60 each. The permits usually
sell out.
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• 10-Hour Meter Residential permits are available for residents with 10-hour meters in front of their
residence to park in 10-hour spaces at a discounted rate of $20 per year. Each household may apply for up
to two permits. Permit holders are still subject to overnight parking prohibitions.
PREFERENTIAL PARKING DISTRICTS
Parking Services also manages twelve Preferential Parking Permit Districts throughout the City, which impose
restrictions on who can park on-street during different hours of the day and days of the week. All districts have
posted signage indicating the restriction (see Figure 6).
Only residents displaying valid parking permits may occupy on-street parking during the limitation hours. Permits
are available for $20 annually per permit, and each residence may purchase up to two permits. Temporary
residential permits are also available for visitors. Preferential Parking Districts are primarily located near Cal Poly
University as a way of regulating parking and limiting university parking spillover. Establishing new districts or
expansion of existing districts requires the approval of a majority of residents and support from City Council.
For the 2021-2022 permit year, 825 of 1,002 available residential district permits were sold, an 82 percent purchase
rate that reflects high uptake by residents of the preferential p arking districts. The share of available permits that
were purchased ranged from 62 percent in the Palomar district to 94 percent in the Alta Vista district.
Figure 6: Sample of Preferential Parking District Signage
Source: City of San Luis Obispo, 2022.
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SECTION 4: PARKING SUPPLY AND DEMAND
This section explains the methodology of how parking data was collected and analyzed in the downtown study area
and Preferential Parking Permit Districts, details the inventory of downtown parking by space type and cost,
presents an analysis of observed downtown parking utilization and turnover rates, and provides inventory,
occupancy, and permit compliance observation data for San Luis Obispo’s preferential parking permit districts.
METHODOLOGY
OBSERVATIONS
Walker partnered with the multimodal data collection company IDAX Data Solutions, who conducted Thursday and
Saturday parking counts in the study area in July of 2022, on the 21 st and 23rd, and in September 2022, on the 22nd
and 24th. The July counts show summer parking demand, and the September counts show demand when Cal Poly
University and Cuesta College are in session. The counts include an approximate inventory of spaces available in
Preferential Parking Permit Districts and for each of the five public surface lots, three structures, and 157 block
faces with on-street parking within the downtown study area. The on-street parking spaces were indexed by type,
and included white curb, yellow curb, 30-minute, 2-hour, 4-hour, 10-hour, and unrestricted spaces. Occupancies in
Downtown San Luis Obispo were recorded every two hours between 9:00 am and 9:00 pm. Street segments that
were closed for the Thursday Farmers Market were also noted. The July observations also included physical
descriptions of each vehicle parked in each space (see Appendix A for length-of-stay analysis). For the Preferential
Parking Permit Districts, one occupancy count was conducted for each district within the district’s hours of
enforcement.
DOWNTOWN PARKING SUPPLY
PARKING SUPPLY BY SPACE TYPE
San Luis Obispo has approximately 2,721 public parking spaces within the downtown study area. Approximately
half of the spaces are on-street (1,344+ spaces), and approximately half are off-street (1,377+ spaces).
ON-STREET PARKING SUPPLY
Most on-street parking spaces downtown have some type of restriction or time limit. The most common restrictions
are 2-hour and 10-hour time limits. Spaces with a white curb are reserved for passenger loading and have a 10-
minute time limit, and spaces with a yellow curb are reserved for commercial loading and have a 30-minute time
limit. Some on-street spaces are designated for ADA use only.
Table 3 on page 15 shows the approximate breakdown of on-street inventory by space type. In general, the white
curb, yellow curb, 30-minute, and 2-hour spaces are located in the center of the study area, along and near Higuera
Street, while unrestricted and 10-hour spaces are on the edges of downtown. Figure 7 on page 16 shows blocks
containing each of these space types. The ADA spaces are spread more evenly throughout the study area.
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Table 3: Downtown San Luis Obispo On-Street Public Parking Inventory by Space Type
Space Type Quantity
Unrestricted 50
10-Hour 469
4-Hour 14
2-Hour 513
30-Minute 148
ADA 28
White Curb—Passenger Loading 53
Yellow Curb—Commercial Loading 69
Total 1,344
Source: Data – IDAX, Analysis/Table - Walker Consultants, 2022.
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Figure 7: Downtown San Luis Obispo On-Street Parking Supply by Space Type
Source: Base Map – ESRI, Graphics - Walker Consultants, 2022.
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OFF-STREET PARKING SUPPLY
Public off-street parking includes three multistory parking structures and five surface parking lots. Table 4 displays
the approximate off-street inventory by facility.
Table 4: Downtown San Luis Obispo Off-Street Public Parking Inventory by Facility
Source: Walker Consultants, 2022
DOWNTOWN PARKING UTILIZATION
This section shows how parking demand varies according to time of day and day of the week. It includes spatial
analysis of demand throughout the downtown study area, analysis by off-street facility and on-street space type,
and turnover analysis for on-street and lot parking.
DOWNTOWN PARKING OCCUPANCY THROUGHOUT THE DAY
OVERALL STUDY AREA DEMAND
A widely recognized best practice in parking management involves the comparison of actual parking utilization rates
with an 85 percent occupancy threshold. When parking is 85 percent occupied, spaces are well-used—showing
prices are not needlessly deterring people from driving to the area—but also still possible for drivers to find a space
without cruising around waiting for another driver to leave, which results in increased emissions and traffic
congestion. Utilization rates can be compared with this threshold at various levels of analysis—for individual block
faces, specific parking space categories, or an entire area:
Facility Quantity
842 Palm Street Garage 415
919 Palm Street Garage 240*
871 Marsh Street Garage 577**
Lot 14 - Palm Street 79
Lot 9 - Monterey Street 25
Lot 10 - Nipomo Street 29
Lot 15 – Monterey Street 12
Total 1,377
*The 240 spaces include 192 public spaces and 48 spaces reserved for City and County Library employees.
** The 577 spaces include Lot 4 which is below the Marsh Street Parking Garage expansion.
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• In San Luis Obispo, overall parking occupancy for all on and off-street spaces in the downtown study area
was almost always well below the 85 percent occupancy threshold in both July and September (see Figure
8 and Figure 9 on page 19).
• During both observation months, both Thursday and Saturday parking demand was lowest at 9:00 am,
reached a 1:00 pm lunch hour peak, fell slightly in the afternoon, and reached a second peak at 7:00 pm .
The 7:00 pm peak was especially high on Thursdays, when the Farmers Market was held.
• July and September utilization rates were similar, with most of the time -point utilization rates just slightly
higher in July than September. Even at the peak period, the utilization did not exceed the recommended
threshold.
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Figure 8: Thursday and Saturday Parking Utilization Rates—July 21st and 23rd, 2022
Source: Walker Consultants, 2022.
Figure 9: Thursday and Saturday Parking Utilization Rates—September 22nd and 24th, 2022
Source: Walker Consultants, 2022.
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ON-STREET AND OFF-STREET DEMAND
Even when total parking occupancy is observed to be at or below the 85 percent threshold, efficient parking
management requires understanding how evenly occupancy is spread across the study area and across different
types of spaces. When occupancy rates are uneven, the City might respond by increasing prices in high demand
areas, lowering prices in low demand areas, or improving signage and wayfinding so drivers know where parking is
available. Maintaining availability of on-street parking is especially important to support local businesses, ensuring
that potential customers interested in a quick trip are not discouraged from visiting due to a lack of convenient on-
street parking.
Based on the data collected, San Luis Obispo has been effective in maintaining on-street parking availability
downtown; on-street occupancy rates were lower than off-street occupancy rates for most of the day on both
Thursday and Saturday in both July and September (see Figures 10 and 11 on page 21 and Figures 12 and 13 on
page 22). The higher off-street occupancies are likely at least partially due to the free first hour of parking offered
in garages as an incentive for visitors to park off-street.
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Figure 10: Thursday On- and Off-Street Parking Utilization—July 21, 2022
Source: Walker Consultants, 2022.
Figure 11: Thursday On- and Off-Street Parking Utilization—September 22, 2022
Source: Walker Consultants, 2022.
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Figure 12: Saturday On- and Off-Street Parking Utilization—July 23, 2022
Source: Walker Consultants, 2022.
Figure 13: Saturday On- and Off-Street Parking Utilization—September 24, 2022
Source: Walker Consultants, 2022.
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PEAK PERIOD PARKING OCCUPANCIES
Overall occupancy statistics can occasionally mask considerable variation that a more detailed spatial or space type
analysis might reveal. Parking is most difficult to manage when demand is highest, and a detailed understanding of
parking occupancies during peak conditions is necessary to identify potential issues and develop strategies to
promote greater access. Walker examined the three periods of highest demand in greater detail, using data from
the July and September observations to conduct the following analyses:
• Parking demand during the Farmer’s Market
• Weekday daytime parking demand
• Weekend peak parking demand
Parking Demand During the Farmer’s Market
Thursday 7:00 pm, July 21, 2022
The highest overall downtown parking occupancy (+2,173 vehicles) was observed on Thursday, July 21st at 7:00 pm:
• The parking supply was also reduced during this time, as several downtown streets were reserved for the
Farmers Market from 5:00 pm to 9:00 pm. Accounting for this reduced supply, the overall utilization rate
of downtown public parking was 84.6 percent during the 7:00 pm peak.
• Many facilities and street parking segments had utilization rates exceeding the 85 percent threshold, while
other facilities and street parking segments had utilization rates below this threshold (see Figure 14 on
page 24).
• During this peak, off-street parking was more highly utilized than on-street parking, with utilization rates of
92 percent and 78 percent, respectively.
• Of the three public garages and five surface lots, one garage and two surface lots still had utilization rates
below 85 percent (see Table 5 on page 25). However, 30 of the spaces counted as available in the 919 Palm
Street garage were among the 49 spaces reserved for City and County Library employees. Had these spaces
not been included in the inventory, utilization for the facility would have been higher, at 82 percent, but
still below the 85 percent threshold.
• The on-street parking segments closest to the Farmers Market had the highest utilization, while greater
availability was usually found two to four blocks away, such as on Palm Street, Toro Street, or the east end
of Monterey Street (see Figure 14 on page 24).
• Certain on-street space types, including 30-minute spaces, Passenger Loading Zones, and Commercial
Loading Zones, are created with the purpose of prioritizing turnover and ensuring availability. San Luis
Obispo has succeeded in this goal; while the on-street utilization rate was 78 percent, the 30-minute spaces
were 64 percent occupied, the white curb passenger loading zone spaces were 52 percent occupied, and
yellow curb Commercial Loading Zones were 72 percent occupied (see Table 6 on page 25).
o These space-types are reserved for very short-term stays, a passenger drop-off can happen in a
minute or less a delivery in less than 20 minutes. Since data was collected at a “point in time” on
the hour (at 2pm for example) and not during every minute on the hour, it is likely that data
collection missed some of the vehicles parked in these locations.
o The utilization rates for 2-hour, 4-hour, 10-hour, and unrestricted spaces were slightly higher,
varying between 78 and 82 percent.
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Figure 14: Thursday 7:00 PM Heat Map—July 21, 2022
*919 Palm Street parking structure has 49 spaces reserved for City/County employees at all times.
Source: Walker Consultants, 2022.
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Table 5: Thursday 7:00 PM Utilization by Off-Street Facility—July 21, 2022
Facility Inventory Spaces Available Occupancy Utilization
842 Palm St Garage 415 17 398 96%
919 Palm St Garage1 240 65 175 73%
871 Marsh St Garage2 577 6 571 99%
Lot 14 – Palm Street 79 4 75 95%
Lot 9 – Monterey Street 25 5 20 80%
Lot 10 – Nipomo Street 29 2 27 93%
Lot 15 – Monterey Street 12 5 7 60%
Total 1,377 103 1,274 92%
1 Includes 49 spaces that are reserved for City and County Library staff and are unavailable to the public. Of the 64 counted “Spaces Available”
in this facility, 30 were actually reserved spaces. The utilization of public spaces only was approximately 82%.
2 Includes Lot 4 which is below the Marsh Street Parking Garage expansion area.
Source: Walker Consultants, 2022.
Table 6: Thursday 7:00 PM Utilization by On-Street Space Type—July 21, 2022
Space Type Inventory Spaces Available Occupancy Utilization
30 Minute 122 44 78 64%
White Curb (10 min) 29 14 15 52%
Yellow Curb (30 min) 50 14 36 72%
2 Hour 423 88 335 79%
4 Hour 14 3 11 79%
10 Hour 467 82 385 82%
Unrestricted 50 11 39 78%
Spaces occupied by
Farmers Market 1 146 -- -- --
Total1
(excluding occupied by
Farmers Market) 1,155 256 899 78%
1 The July data is missing four blocks of on-street spaces that were counted in the September observation, some of which were occupied by
the Farmers Market.
Source: Walker Consultants, 2022.
Thursday 7:00 pm, September 22, 2022
As with the July counts, the highest overall downtown parking occupancy (+2,091 vehicles) from the September
counts was observed on Thursday, September 22nd, at 7:00 pm:
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• The parking supply was also reduced during this time, as several downtown streets were reserved for the
Farmers Market from 5:00 pm to 9:00 pm, and several blocks, mostly on the east side of Marsh Street,
were temporarily closed for construction. Accounting for this reduced supply, the overall utilization rate of
downtown public parking was 82 percent during the 7:00 pm peak.
• Many facilities and street parking segments had utilization rates exceeding the 85 percent threshold, while
other facilities and street parking segments had utilization rates below this threshold (see Figure 15 on
page 27).
• During this peak, off-street parking was more highly utilized than on-street parking, with utilization rates of
90 percent and 72 percent, respectively. Of the three public garages and five surface lots, two surface lots
still had utilization rates below 85 percent (see Table 7 on page 28).
• The on-street parking segments closest to the Farmers Market had the highest utilization , with the
exception of several segments of Monterey Street which had several spaces temporarily closed for
construction. Greater availability was usually found two to four blocks away, such as on Palm Street, Toro
Street, or the east end of Monterey Street (see Figure 15 on page 27).
• San Luis Obispo has succeeded in the goal of prioritizing turnover and ensuring availability of 30-minute
spaces, Passenger Loading Zones, and Commercial Loading Zones ; while overall on-street utilization rate
was 72 percent, the 30-minute spaces were 61 percent occupied, the white curb passenger loading zone
spaces were 47 percent occupied, and yellow curb Commercial Loading Zones were 58 percent occupied
(see Table 8 on page 28).
• The utilization rates for 2-hour, 4-hour, 10-hour, and unrestricted spaces were slightly higher, varying
between 64 and 78 percent.
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Figure 15: Thursday 7:00 PM Heat Map—September 22, 2022
Source: Walker Consultants, 2022.
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Table 7: Thursday 7:00 PM Utilization by Off-Street Facility—September 22, 2022
Facility Inventory Spaces Available Occupancy Utilization
842 Palm St Garage 415 58 357 86%
919 Palm St Garage1 240 34 206 86%
871 Marsh St Garage2 577 12 565 98%
Lot 14 – Palm Street 79 26 53 67%
Lot 9 – Monterey Street 25 0 25 100%
Lot 10 – Nipomo Street 29 0 29 100%
Lot 15 – Monterey Street 12 1 11 90%
Total 1,377 131 1,246 90%
1 Includes 49 spaces that are reserved for City and Library staff and are unavailable to the public. Of the 34 counted “Spaces Available” in this
facility, 26 were actually reserved spaces. The utilization rate of public spaces only was approximately 96%.
2 Includes Lot 4 which is below the Marsh Street Parking Garage expansion area.
Source: Walker Consultants, 2022.
Table 8: Thursday 7:00 PM Utilization by On-Street Space Type—September 22, 2022
Space Type Inventory Spaces Available Occupancy Utilization
30 Minute 129 50 79 61%
White Curb (10 min) 32 17 15 47%
Yellow Curb (30 min) 45 19 26 58%
2 Hour 421 91 330 78%
4 Hour 14 5 9 64%
10 Hour 449 107 342 76%
Unrestricted 50 13 37 74%
ADA 32 25 7 22%
Spaces occupied by
Farmers Market 1 195 -- -- --
Total
(excluding occupied by
Farmers Market) 1,172 327 845 72%
Source: Walker Consultants, 2022.
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Weekday Daytime Parking Demand
Thursday 1:00 pm, July 21, 2022
Weekday daytime was the second-highest overall downtown parking occupancy (+1,681 vehicles) from the July
observations:
• The overall utilization rate was 63 percent, with utilization rates of 59 percent for on-street and 67 percent
for off-street. Overall, off-street parking was available in most facilities (see Table 9).
• For on-street parking, San Luis Obispo again succeeded in achieving greater availability for 30-minute
spaces, passenger loading zones, and commercial loading zones relative to other space types (see Table 10
on page 30).
• Only unrestricted parking spaces were in short supply, with a utilization rate of 88 percent.
Table 9: Thursday 1:00 PM Utilization by Off-Street Facility—July 21, 2022
Facility Inventory Spaces Available Occupancy Utilization
842 Palm St Garage 415 133 282 68%
919 Palm St Garage1 240 38 202 84%
871 Marsh St Garage2 577 231 346 60%
Lot 14 – Palm Street 79 49 30 38%
Lot 9 – Monterey Street 25 6 19 76%
Lot 10 – Nipomo Street 29 3 26 90%
Lot 15 – Monterey Street 12 4 8 70%
Total 1,377 463 914 67%
1 Includes 49 spaces that are reserved for City and Library staff and are unavailable to the public.
2 Includes Lot 4 which is below the Marsh Street Parking Garage expansion area.
Source: Walker Consultants, 2022.
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Table 10: Thursday 1:00 PM Utilization by On-Street Space Type—July 21, 2022
Space Type Inventory Spaces Available Occupancy Utilization
30 Minute 138 66 72 52%
White Curb (10 min) 44 28 16 36%
Yellow Curb (30 min) 67 48 19 28%
2 Hour 496 169 327 66%
4 Hour 14 3 11 79%
10 Hour 467 199 268 57%
Unrestricted 50 6 44 88%
ADA 25 14 11 44%
Total 1 1,301 533 768 59%
1 The July data is missing four blocks of on-street spaces included in the September observation.
Source: Walker Consultants, 2022.
Thursday 1:00 pm, September 22, 2022
The second-highest overall downtown parking occupancy (+1,569 vehicles) from the September observation dates
also occurred at 1:00 pm on the Thursday. The September data displayed very similar patterns to the July data for
Thursday at 1:00 pm, with slightly lower utilization rates. The overall utilization rate within the study area was 58
percent, with utilization rates of 56 percent on-street and 60 percent off-street. Overall, off-street parking was
easily available in most facilities (see Table 11).
Table 11: Thursday 1:00 PM Utilization by Off-Street Facility—September 22, 2022
Facility Inventory Spaces Available Occupancy Utilization
842 Palm St Garage 415 133 282 68%
919 Palm St Garage1 240 50 190 79%
871 Marsh St Garage2 577 323 254 44%
Lot 14 – Palm Street 79 46 33 42%
Lot 9 – Monterey Street 25 4 21 84%
Lot 10 – Nipomo Street 29 4 25 86%
Lot 15 – Monterey Street 12 4 8 70%
Total 1,377 564 813 60%
1 Includes 49 spaces that are reserved for City and Library staff and are unavailable to the public.
2 Includes Lot 4 which is below the Marsh Street Parking Garage expansion area.
Source: Walker Consultants, 2022.
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For on-street parking, there was again greater availability for 30-minute spaces, passenger loading zones, and
commercial loading zones relative to other space types (see Table 12). No on-street space type had a utilization
rate above the 85 percent occupancy threshold. The effective on-street inventory was slightly reduced as several
block segments, mostly on the east side of Marsh Street, were marked as temporary “No Parking” zones during
the September observations, as the heat map shown in Figure 15 on page 27 displays. Despite these temporary
closures, ample on-street parking was still available.
Table 12: Thursday 1:00 PM Utilization by On-Street Space Type—September 22, 2022
Space Type Inventory Spaces Available Occupancy Utilization
30 Minute 148 79 69 47%
White Curb (10 min) 53 33 20 38%
Yellow Curb (30 min) 69 45 24 35%
2 Hour 513 205 308 60%
4 Hour 14 4 10 71%
10 Hour 473 196 277 59%
Unrestricted 50 11 39 78%
ADA 37 28 9 24%
Total 1357 601 756 56%
Source: Walker Consultants, 2022.
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Weekend Peak Parking Demand
Saturday 1:00 pm, July 23, 2022
In July, the Saturday peak occurred at 1:00 pm, with 1,557+ vehicles parked in the downtown study area at this
time:
• The overall utilization rate was 58 percent, slightly
lower than the weekday lunch hour peak.
• The on-street utilization rate was 50 percent, and the
off-street utilization rate was 66 percent (see Table 13
and Table 14 on page 24).
• Several block faces and two surface parking lots had
utilization rates above the 85 percent threshold, but
overall, parking was widely available both on- and off-
street at the 1:00 pm peak (see Figure 16 on page 33).
• Saturday utilization was highest within the parking
meter zone, indicating that many visitors preferred to pay for parking rather than walk several blocks to
their destination, took advantage of the free first hour of parking available in structures, or were unaware
that free street parking was available on the nearby outskirts of downtown.
Table 13: Saturday 1:00 PM Utilization by Off-Street Facility—July 23, 2022
Facility Inventory Spaces Available Occupancy Utilization
842 Palm St Garage 415 133 282 68%
919 Palm St Garage1 240 86 154 64%
871 Marsh St Garage2 577 190 387 67%
Lot 14 – Palm Street 79 56 23 29%
Lot 9 – Monterey Street 25 1 24 96%
Lot 10 – Nipomo Street 29 1 28 97%
Lot 15 – Monterey Street 12 2 10 85%
Total 1,377 469 908 66%
1 Includes 49 spaces that are reserved for City and Library staff and are unavailable to the public.
2 Includes Lot 4 which is below the Marsh Street Parking Garage expansion area.
Source: Walker Consultants, 2022.
Many Saturday visitors either preferred to
pay for parking rather than walk several
blocks to their destination, took advantage
of free first hour parking in the garage, or
were unaware that free street parking was
available on the periphery of downtown.
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Table 14: Saturday 1:00 PM Utilization by On-Street Space Type—July 23, 2022
Space Type Inventory Spaces Available Occupancy Utilization
30 Minute 138 75 63 46%
White Curb (10 min) 44 32 12 27%
Yellow Curb (30 min) 67 57 10 15%
2 Hour 496 207 289 58%
4 Hour 14 12 2 14%
10 Hour 467 234 233 50%
Unrestricted 50 17 33 66%
ADA 25 17 8 32%
Total 1 1,301 651 650 50%
1 The July data is missing four blocks of on-street spaces included in the September observation.
Source: Walker Consultants, 2022.
Figure 16: Saturday 1:00 PM Heat Map—July 23, 2022
Source: Walker Consultants, 2022.
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Saturday 7:00 pm, September 24, 2022
Unlike in July, where the Saturday peak occurred at 1:00 pm, in September, the Saturday peak occurred at 7:00 pm,
with 1,683+ vehicles parked in the downtown study area:
• The overall utilization rate was 61 percent.
• The on-street utilization rate was 51 percent, and off-street utilization rate was 71 percent (see Table 15
and Table 16 on page 35).
• Many block faces, one surface parking lot, and two parking structures had utilization rates above the 85
percent threshold, but overall, parking was widely available both on - and off-street during the 7:00 pm
peak (see Figure 17 on page 35).
• Saturday utilization was highest within the parking meter zone, indicating that many visitors preferred to
pay for parking rather than walk several blocks to their destination, took advantage of the free first hour of
parking available in structures, or were unaware that free street parking was available on the nearby
outskirts of downtown.
Table 15: Saturday 7:00 PM Utilization by Off-Street Facility—September 24, 2022
Facility Inventory Spaces Available Occupancy Utilization
842 Palm St Garage 415 4 411 99%
919 Palm St Garage1 240 29 211 88%
871 Marsh St Garage2 577 283 294 51%
Lot 14 – Palm Street 79 55 24 31%
Lot 9 – Monterey Street 25 16 9 36%
Lot 10 – Nipomo Street 29 0 29 100%
Lot 15 – Monterey Street 12 2 10 80%
Total 1,377 389 988 71%
1 Includes 49 spaces that are reserved for City and Library staff and are unavailable to the public.
2 Includes Lot 4 which is below the Marsh Street Parking Garage expansion area.
Source: Walker Consultants, 2022.
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Table 16: Saturday 7:00 PM Utilization by On-Street Space Type—September 24, 2022
Space Type Inventory Spaces Available Occupancy Utilization
30 Minute 148 75 73 49%
White Curb (10 min) 53 30 23 43%
Yellow Curb (30 min) 69 35 34 49%
2 Hour 513 200 313 61%
4 Hour 14 14 0 0%
10 Hour 473 267 206 44%
Unrestricted 50 19 31 62%
ADA 37 22 15 41%
Total 1357 662 695 51%
Source: Walker Consultants, 2022.
Figure 17: Saturday 7:00 PM Heat Map—September 24, 2022
Source: Walker Consultants, 2022.
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PREFERENTIAL PARKING DISTRICT PARKING SUPPLY
Parking Services also manages twelve Preferential Parking Permit Districts (PPPDs) in residential neighborhoods
throughout the City. Observations revealed a total inventory of approximately 1,748 on-street parking spaces across
these districts reserved for residents with permits. Table 17 shows the estimated inventory of unstriped spaces
counted in each district. The heat map in Figure 18 on page 39 shows the location of each district on the map.
Table 17: Inventory of Parking Spaces by Preferential Parking Permit District
District Inventory
Alta Vista 1 197
Alta Vista 2 179
Anholm 68
College Highlands 229
Dana 58
Ferrini 26
Mission Orchard 62
Monterey Heights 413
Murray 41
Palomar 61
Park View 299
Tassajara 115
Total 1,748
Source: Walker Consultants, 2022.
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PREFERENTIAL DISTRICT PARKING UTILIZATION
JULY AND SEPTEMBER 2022 OBSERVATIONS
Each PPPD has its own regulations. Many districts restrict non-permit holders from parking only during certain
daytime hours, only overnight, or only on weekdays. In other districts, the restrictions apply at all times. Table 18
below shows parking occupancy data for each district from the July 2022 observation dates, collected during hours
when the district’s parking was restricted. Table 19 on page 40 shows data from the September 2022 observations.
The data show the utilization of on-street parking in each district and overall, as well as the share of parked vehicles
in compliance with permitting requirements. Permit compliance was high, with an 81 percent compliance rate
observed in both the July and September.
Table 18: Parking Spaces by Preferential Parking Permit District – July 2022
District Inventory Spaces
Available Occupancy Utilization
Occupant
vehicles with
permits
Permit
compliance
rate
Alta Vista 1 197 146 51 26% 43 84%
Alta Vista 2 179 144 35 20% 18 51%
Anholm 68 48 20 29% 17 85%
College Highlands 229 147 82 36% 73 89%
Dana 58 49 9 16% 7 78%
Ferrini 26 21 5 19% 5 100%
Mission Orchard 62 41 21 34% 16 76%
Monterey Heights 413 340 73 18% 60 82%
Murray 41 27 14 34% 9 64%
Palomar 61 52 9 15% 8 89%
Park View 299 204 95 32% 77 81%
Tassajara 115 93 22 19% 19 86%
Total 1,748 1,312 436 25% 352 81%
Source: Walker Consultants, 2022.
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Table 19: Parking Spaces by Preferential Parking Permit District – September 2022
District Inventory Spaces
Available Occupancy Utilization
Occupant
vehicles with
permits
Permit
compliance
rate
Alta Vista 1 197 52 145 74% 118 81%
Alta Vista 2 179 67 112 64% 88 79%
Anholm 68 36 32 47% 28 88%
College Highlands 229 80 149 65% 140 94%
Dana 58 46 12 21% 8 67%
Ferrini 26 13 13 50% 12 92%
Mission Orchard 62 36 26 42% 21 81%
Monterey Heights 413 225 188 46% 152 81%
Murray 41 24 17 41% 12 71%
Palomar 61 37 24 39% 15 63%
Park View 299 149 150 50% 121 81%
Tassajara 115 50 65 57% 43 66%
Total 1,748 815 933 53% 758 81%
Source: Walker Consultants, 2022.
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July 2022 Preferential Parking Permit District Data
In July, the utilization rates of available street parking in the preferential districts was consistently low, ranging from
16 percent in the Dana district to 36 percent in the College Highlands district, with a utilization rate of 25 percent
across the twelve districts. As the map in Figure 18 shows, even when this data is disaggregated by individual block
face, few blocks had street parking that was over 50 percent occupied.
Figure 18 – Preferential Parking Permit District Heat Map, July 2022
Source: Walker Consultants, 2022.
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September 2022 Preferential Parking Permit District Data
In September, the utilization of available street parking in the preferential districts was somewhat higher, ranging
from 21 percent in the Dana district to 74 percent in the Alta Vista 1 district, with a utilization rate of 53 percent
across the twelve districts. As the map in Figure 19 shows, when this data is separated by individual block face,
some block faces did have utilization rates exceeding the 85 percent threshold, but even these highly occupied
blocks almost always had at least one or two spaces available, and every district still had ample availability.
Figure 19 – Preferential Parking Permit District Heat Map, September 2022
Source: Walker Consultants, 2022
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PARKING DEMAND CONCLUSIONS/KEY FINDINGS
• Parking demand followed very similar patterns in July and September, with slightly lower utilization
observed during the September data collection.
• For the study area as a whole, the parking utilization rate in the downtown core was always below the
recommended threshold of 85 percent. Even at the
peak demand hour, during the Thursday Farmer’s
Market, downtown parking utilization did not exceed
this threshold, and parking spaces were available.
• For several individual facilities and block faces, parking
did exceed the 85 percent threshold, especially during
peak hours.
• Outside of the Farmer’s Market, the overall peak
utilization rate ranged from 54 percent to 63 percent.
• San Luis Obispo has been successful in encouraging
people to park off-street in the downtown study area
through parking rate strategies and marketing.
• Time restrictions for loading zones, 30-minute, and 2-
hour spaces have successfully resulted in greater
availability of these high-demand spaces, relative to 10-hour and unrestricted spaces.
• Preferential parking district permit sales are high. Even though most (approximately 82 percent) of the
available permits are sold, the utilization rate of street parking in preferential districts was observed to be
relatively low, ranging from 25 percent in July to 53 percent in September. Of the vehicles observed
parked in the districts during restricted hours, 81 percent displayed a valid permit.
Even at the peak demand hour,
during the Thursday Farmers
Market, downtown parking was
available, and utilization did not
exceed the recommended 85
percent threshold.
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SECTION 5: PARKING MARKETING MATERIALS
AND METHODS
Parking Services uses a variety of marketing materials and methods to inform the public of existing programs and
achieve their parking management goals. This section briefly documents the marketing and parking education
materials currently distributed by the City. This inventory will help inform recommendations for improved,
expanded, and wider-reaching materials as part of the strategies developed later in the project.
Parking Supply as Self-Promotion
The actual parking spaces and signage provided on-street, in public garages and lots, and on private land for
businesses, institutions, and residences is the most apparent and direct marketing of parking options in San Luis
Obispo. This can be analyzed objectively and subjectively.
• Visibility and availability of parking
o Most of the parking in San Luis Obispo is unpaid. In downtown, on-street parking is controlled by a
variety of multi-space smart meters and coin meters, each charging different rates. The curb is also
marked for ADA parking, 10-minute loading, and other uses. Signs, curb paint, and other messaging
helps describe each parking zone. The system is likely familiar and navigable for regular users. But
for infrequent guests and tourists – like visiting most new places – the parking restrictions may be
hard to decipher and the payment systems confusing to operate.
o The City operates three publicly available parking garages in downtown. Sometimes these blend
public and permit-only spaces. The 919 Palm garage, for example, has a prominent Public Parking
sign on the Palm Street side, and a permit-only employees parking entrance on the Morro Street
side. The 842 Palm garage and 871 Marsh garage function similarly.
o Both public and private landowners provide off-street parking, which is typically free to the user.
Businesses such as banks have off-street free lots that are signed for Customers Only, but it is
unclear how strongly enforced those rules are. City Hall has an off -street lot for permit-only
employee and fleet parking. Some destinations, such as downtown hotels, charge significant self -
park or valet parking rates.
o Other major destinations such as Cal Poly run their own parking program, which controls parking
supply and permitting, delivery zones, and curbside transit access across garages, lots, residences,
event spaces, and other destinations.
• Clarity about parking regulations, time limits, pricing, and enforcement
o Ideally, customers can learn about the availability, price, and time restrictions before they pull into
a space, lot, or garage. This helps people match their parking needs to the location they seek. The
garages currently charge $1.50/hour (first hour free), though this rate is not always prominently
displayed outside the garage. On-street parking is split into three zones, charging between $1.25
and $2.00 per hour depending on proximity to the city center. While this zoning is easily seen on
the City’s website, it likely isn’t at the forefront via signing or people’s mental map of downtown
parking when they are looking for a space.
• User perceptions about the availability, navigability, and usability of the parking system.
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o Peoples’ perceptions of parking supply and distribution don’t align with the facts about locations
and utilization. Some users may experience consistent parking congestion if they regularly travel
to busy areas. Other users may experience the opposite, an abundance of available parking in less
busy districts.
o People may be unaware of the variety of parking options; for example, always seeking on-street
parking in front of a destination when a garage nearby may be lower cost and have more vacancy.
o In the residential permit districts, in addition to information available on the website, each
residence is sent an annual mailed packet about permit purchasing options. And the on-street
signage describing the Residential Permit District locations and regulations serves as a form on
advertising as well.
Online Parking Services Information and Payment
The City Parking Services website is comprehensive in its description of parking options. It describes the various
parking districts including downtown and residential areas and the fees associates with each. The website provides
information on parking restrictions such as loading and drop-off zones and describes the regulations around ADA
parking. The website also itemizes information for specific uses, including parking for electric vehicle charging, and
for deliveries (including information about how locations may obtain loading zone permits, and how to use the
Yellow Zones for deliveries lasting only a few minutes).
The website explains the City’s enforcement practices, including enforcement hours, ticket rates, street sweeping
restrictions, how to pay citations, and what do to in case of broken payment machines. The website also has a
Frequently Asked Questions (FAQ) section that provides answers to common questions the average parking user
may have. The FAQ provides information about Recreational Vehicle (RV) and large vehicle parking, citation
payment procedures, how to establish residential permit districts, and Parking Services revenue and expenditures.
The Parking Services website also has a section describing other transportation options in the city, including
descriptions of accessible destinations and links to walk maps, bike maps, and transit provider websites. Overall,
the Parking Services website is thorough and readily navigable for anyone seeking parking and access information.
However, there is a broader issue of informing people about the website and the reality that many parking
customers travel about the city seeking parking at their destination without first consulting the website or other
parking information. This is natural and expected user behavior; the City wouldn’t seek to change it, but only to
explore ways to provide additional parking, transportation, and access information en route.
The several parking apps used by the City are another means through which to distribute information. The HONK,
ParkMobile, Park Smarter, and paybyphone apps are all supported at the City’s smart meter locations on-street and
in garages. For active account users, these apps allow quick and nearly one-touch payment via smartphone. The
apps are usable at all 2-hour limit locations. Technology upgrades later in 2022 will allow expansion of the apps for
use at all on-street locations regardless of time limit. The apps ease the payment process, but currently have no
functionality to direct people towards vacant spaces.
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Information Packet Mailings
In addition to providing information on the street and online, Parking Services shares information regarding certain
parking passes and permits by mail.
• Employee and Customer Parking: As discussed earlier in the report, the City sells validated parking passes
as a discount from the hourly rate for businesses to validate customer parking in any of the three garages.
The City also sells quarterly parking passes available to downtown employees, allowing them daylong
parking in any garage at a rate reduction from the typically hourly cost. The City promotes both these
programs with an information packet sent to new businesses, offices, and multi-family development
• Residential Parking Permit Districts: These districts restrict parking to residents and pre-registered guests
in certain neighborhoods around San Luis Obispo. The regulatory signage posted in each district is the most
prominent advertising, but each year the City government also sends direct mail to each residential address
in the districts to inform them of the rules and methods for obtaining permits.
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APPENDIX A: LENGTH OF STAY ANALYSIS
The observations conducted Thursday, July 21st included descriptions of each vehicle parked in each space. On
downtown street segments with occupancy of at least 85 percent at the peak hour of the day, 213 + vehicles were
observed at three consecutive time points during the day, in the same on-street or surface parking lot space and
were classified as long-term parkers. This data was aggregated by street or lot to determine the shares of short -
term and long-term parkers on each, and by space type, to determine the number of long-term parkers in short-
term spaces (see Table 20). Some of the busiest downtown streets, including Higuera Street, Marsh Street,
Monterey Street, Morro Street, and Palm Street, were especially likely to have long -term parkers in short-term
spaces.
Table 20: Turnover Data by Street or Surface Lot—Thursday, July 21st, 2022
Street
Inventory on busy
segments
(85%+ occupancy)
Unique
vehicles
Percent of short-
term parkers
Percent of long-
term parkers
Number of long-term
parkers in short-term
spaces
Broad St 32 105 96% 4% 1
Carmel St 4 7 86% 14% 0
Chorro St 40 124 89% 11% 5
Garden St 27 91 95% 5% 1
Higuera St 48 163 89% 11% 18
Marsh St 74 192 86% 14% 12
Monterey St 37 114 92% 8% 9
Morro St 78 199 87% 13% 11
Nipomo St 54 147 85% 15% 2
Osos St 57 201 96% 4% 5
Pacific St 76 146 77% 23% 1
Palm St 71 144 91% 9% 7
Pismo St 11 24 71% 29% 0
Santa Rosa St 5 12 58% 42% 0
Toro St 13 33 100% 0% 0
Nipomo and
Palm St Lots
108 239 92% 8% 0
Source: Walker Consultants, 2022
Many of the long-term parkers were parked legally in 10-hour or unrestricted spaces, but 73 of the long-term
parkers, or 34 percent, were parked in time-restricted spaces, including 64 vehicles parked long-term in 2 hour
spaces, 5 vehicles in 30 minute spaces, 2 vehicles in white curb passenger loading zones, and 1 vehicle in a yellow
curb commercial loading zone (see Table 21 on page 46).
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Table 21: Long-Term Parkers by Space Type—Thursday, July 21, 2022
Unrestricted
(Surface lots and
on-street)
10 Hour 2 Hour 30 Minute White Curb
(10 min)
Yellow
Curb
(30 min)
ADA Total
53 87 64 5 2 1 1 213
25% 41% 30% 2% 1% 0% 0% 100%
Source: Walker Consultants, 2022
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TASK 4: CASE STUDIES AND BEST PRACTICES MEMORANDUM
City of San Luis Obispo Access and Parking Management Plan
33-002366.00
Date: November 16, 2022
To: Alexander Fuchs and Gaven Hussey
Company: City of San Luis Obispo
Address: 1260 Chorro Street, Suite B
City/State: San Luis Obispo, CA
From: Chrissy Mancini Nichols, Tania Schleck, Ben Weber, Ellen Schwartz
Project Name: City of San Luis Obispo Access and Parking Management Plan Update
Project Number: 33-002366.00
INTRODUCTION
The following memorandum comprises Task 4.1 Identification of Case Studies for the San Luis Obispo Access and
Parking Management Plan update. Comparison cities were selected for their best practices in parking management
and access, including how their parking programs are integrated with transportation demand management, and
promote biking, walking, and transit. This memorandum analyzes programs and policies across multiple settings,
including commercial districts, mixed-use districts, residential areas, transition areas, and parking permit districts.
The best practices highlighted in this memorandum were drawn from the following collection of peer cities in the
United States and abroad:
• Boulder, CO
• Sacramento, CA
• Ann Arbor, MI
• Portland, OR
• Rotterdam, the Netherlands
• Strasbourg, France
The City of San Luis Obispo already successfully employs many best practices for parking management, including
the use of price differentials to balance demand between on- and off-street parking, and core and peripheral areas.
This memorandum explores other successful practices that are helping communities manage parking and access
and offers insight and guidance as the City of San Luis Obispo seeks to improve its current programs and consider
new programs to help the broader City goals and initiatives . The case studies reveal how other practices might
address needs and opportunities like those facing the City and might further integrate the Access and Parking
Management Plan with the goals of the City’s other planning documents, including the modal split objectives central
to the General Plan’s Circulation Element.
This report begins with brief information on each case study city and provides examples of how these cities have
implemented parking and access strategies in the following categories:
• Employee parking demand reduction
• Area parking permit programs
• Pricing strategies
• Multimodal mobility measures
• Financial integration of parking programs and transportation demand management initiatives
• Communications
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CASE STUDY CITIES
The following cities were selected for their best practices in access and parking managemen t, and their progress
toward mode share goals:
• Boulder, Colorado: Boulder has a population of approximately 104,000 residents, with a median age of 29.
The city is home to the University of Colorado Boulder, which has an enrollment of approximately 33,000
students. Boulder has been awarded platinum-level status as a Bicycle Friendly Community by the League
of American Bicyclists. It is served by the Regional Transportation District, which collaborates with the city.
Parking and Access Services manages approximately 2,500 downtown parking spaces on -street and in
public garages and lots and administers the city’s neighborhood parking programs , as well as merchant
validations and transportation programs for businesses and employees .
• Sacramento, California: Sacramento has a population of approximately 525,000 residents, with a median
age of 35. The city is home to California State University, Sacramento, which has an enrollment of
approximately 31,000 students. Sacramento has been awarded silver-level status as a Bicycle Friendly
Community by the League of American Bicyclists. It is served by Sacramento Regional Transit (light rail
and bus lines) and has ZipCar rentals available . Parking Services is a division of Public Works and is
responsible for managing over 4,000 single space smart meters, off -street parking structures and lots,
temporary delivery zones, parking enforcement, and programs for businesses and employees. The city
also contracts for management and enforcement of privately owned facilities.
• Ann Arbor, Michigan: Ann Arbor has a population of approximately 122,000, with a median age of 28. It is
home to the University of Michigan, which has approximately 45,000 students enrolled. Ann Arbor has
been awarded gold-level status as a Bicycle Friendly Community. It is served by the Ann Arbor Area
Transportation Authority (branded as “TheRide”). Downtown parking is managed by the Ann Arbor
Downtown Development Authority (DDA) and consists of over 8,000 spaces, including metered on -street
parking, eight public structures, and three surface lots. In addition to managing parking the DDA works on
active transportation initiatives and travel demand management planning for employees and businesses ,
funded by parking revenues. The City manages eight residential parking permit areas.
• Portland, Oregon: Portland has a population of approximately 641,000, with a median age of 38. It is home
to Portland State University, with approximately 27,000 students. The city has been awarded platinum -
level status by the League of American Bicyclists and is served by TriMet buses, M AX Light Rail, and Portland
Streetcar. Parking is managed by the Portland Bureau of Transportation (PBOT). In addition to managing
on-street parking and downtown SmartPark garages, the PBOT administers the Area Parking Program, the
business parking permit program, and the Transportation Wallet program. The PBOT manages the Eastside
Parking District and Northwest Parking District and oversees parking and transportation stakeholder
advisory committees.
• R otterdam, the Netherlands: The Dutch city of Rotterdam has a population of approximately 624,000. It is
home to Erasmus University, with approximately 31,000 students enrolled. The City is renowned for its
bicycle culture, with 600 kilometers of bicycle paths. Bicycle use has increa sed by 60 percent over the last
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decade, and approximately 25 percent of residents cycle daily. Rotterdam is also well -served by the public
transport company RET, which connects the city through an integrated tram, metro, bus, and ferry system.
The city manages on-street parking meters, off-street facilities, park-n-ride facilities on the city outskirts,
resident parking permits, and “scan cars” for enforcement.
• Strasbourg, France: Strasbourg has a population of approximately 277,000 residents and is home t o the
University of Strasbourg, with approximately 47,000 enrolled students. The city also has over 600
kilometers of bike paths and is considered the most bicycle -friendly city in France. It is served by the low -
cost bicycle rental service and by CTS, an extensive network of trams and buses. The city manages on-street
parking meters, parking lots and structures, park -n-ride facilities on the outskirts. Street parking is
organized into color-coded zones with distinct regulations, including special prices for residents.
Image source: Strasbourg Tourist Office, 2022
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E MPLOYEE PARKING DEMAND REDUCTION
The case study cities offer a variety of employee -focused programs designed to decrease parking demand and
increase multimodal mobility. Because many employees take the same commute to work every day, focusing on
shifting the travel habits of commuters can be an effective way to progress toward mode share goals. Another
reason commute trips merit particular attention is that workplaces are often centered in busy downtown areas. In
high-density employment centers, reducing vehicle travel can be especially be neficial for preserving local air quality
and allowing valuable downtown land to be repurposed for uses other than parking. Employee parking demand
reduction strategies include parking cash-out, parking permit discounts for carpools, parking permit trade -in
programs, and transit passes and other incentives. These programs can involve partnerships with downtown
business associations, nonprofit organizations, and transit agencies.
• EcoPass (Boulder, CO): In partnership with the nonprofit organization Boulder T ransportation Connections
and the Regional Transportation District , the City of Boulder incentivizes employers in certain districts to
provide their employees with an “EcoPass” to encourage transit use. The EcoPass is an annual transit pass
for unlimited regional, express, local bus and light rail service throughout the Denver and Boulder regions .
The pass is marketed to employers as a recruiting tool and way to support the quality of life in the
community (see Figure 1).
Employers can purchase EcoPasses for their employees at a significantly discounted rate off the regular
cost of monthly transit passes, but the passes must be provided to all employees. The City of Boulder
reimburses 50 percent of the cost of the first year of an employer’s EcoPass contrac t and 25 percent the
second year. In the Downtown and University Hill commercial districts, businesses receive free EcoPasses
for their employees, funded by parking revenues generated in those areas. This program has successfully
reduced single occupancy v ehicle use; EcoPass holders were five to nine times more likely to ride transit
than non-EcoPass holders.
Figure 1 : EcoPass Benefits Marketing
Source: Boulder Transportation Connections, 2022
• Parking cash-out (Boulder, CO): Boulder Transportation Connections piloted a parking cash-out program,
which educated employers about mobility options and offered downtown employees the c hoice to accept
the cash equivalent of employer-subsidized parking spaces. This program significantly lowered parking
demand and single occupancy vehicle travel rates. Parking cash-out is already required for large California
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employers by law, but municipalities can dedicate funding toward expanding these programs or take steps
toward their enforcement as part of the business license approval process.
• G etDowntown Program (Ann Arbor, MI): The GetDowntown Program is a partnership of the Ann Arbor
Area Transportation Authority (TheRide), the Ann Arbor Downtown Development Authority (DDA) and t he
City of Ann Arbor. The program offers free services to help create commuter plans for downtown
businesses, administers a VanRide program to promote carpooling, provides transportation information
and assistance, and hosts sustainable transportation events. One key initiative for reducing employee
parking demand downtown is the go!pass, which, like the EcoPass in Boulder, provides downtown
employees with free rides on all fixed route buses, as well as other benefits. TheRide also connects
downtown with multiple park-and-ride lots in the area. Employers must pay a participation fee based on
their total number of employees but then have the option to purchase as many passes as they would like.
Figure 2, below, shows how parking demand has decreased as go!pa ss usership has increased.
Figure 2 : Hourly Parking Patrons and Go!Pass Holders in Ann Arbor, MI
Source: State of the Downtown Report—Ann Arbor, Michigan, 2019
• Carpool Permit Discount (Sacramento, CA): To encourage carpooling, the City of Sacramento sells parking
permits for public garages at a 25 percent discount when two or more downtown employees will travel
together at least three days per week . To apply for a carpool permit, all members of the carpool must
appear together at the time of application, and each must provide a copy of their photo identification, a
paycheck stub to verify employment location, and proof of residency. City staff determine whether
applicants reside within a reasonable proximity to the other carpool rider’s resi dence or travel route.
Alternative Mode Commuter Option (Sacramento, CA): Sacramento also offers discounted twelve-packs of
daily parking passes for those who regularly use alternative modes of transportation (light rail, bus, bicycle,
etc.), but occasionally drive to work. Offering parking by the day rather than by the month is a best practice
for encouraging drivers to use other modes for at least some of their trips. While Sacramento still offers
monthly passes in addition to the Alternative Mode Commut er Option, other places have switched to
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dividing the monthly permit fee into daily rates, a s studies have shown car use is almost doubled where
employees can pay monthly instead of daily.1
• Transportation Wallet (Portland , OR ): Businesses in Portland’s Northwest Parking District and the Central
Eastside Industrial Distric t can choose to trade in employee parking permits for Transportation Wallets. The
Transportation Wallet is a collection of passes and credits for use on transit, streetcar, bike-share, e-
scooters, and car-share. Transportation Wallet is funded through parking permit surcharge fees, set by the
City’s parking committees. The program uses parking revenues to promote behavior change and has
removed approximately 2,400 parking permits from circulation through trade-ins for Transportation
Wallets. Survey data has shown commuters who use the Transportation Wallet drive alone for
approximately 25 percent of their trips, compared with a 57 percent drive -alone rate for commuters
without Transportation Wallets (see Figure 3). Portland also requires Transportation Demand Management
(TDM) surveys for businesses that request 30 or more parking permits, to encourage businesses to consider
how else they might reduce parking demand and drive-alone mode share.
Figure 3 : Drive-Alone Trip Rates with and without Transportation Wallet
Source: Transportation Wallet 2020 Program Report
AREA PARKING PERMIT PROGRAMS
Programs that make parking permits available to people living certain neighborhoods help alleviate concerns of
“spillover” parking demand from other nearby uses , since many residents are accustomed to relying on finding
street parking available near their homes. It is possible to create parking permit programs that provide sufficient
availability for area residents and align with the goals of the wider community. The following examples selected
from the case study cities show strategies to ensure residential street space is used efficiently and highlight
innovative ways of implementing parking permit programs, including program designs that align with and promote
citywide mode share goals.
1 Christiansen, Engebretsen, Fearnley, and Usterud Hanssen. 2017. “Parking facilities and the built environment: Impacts on
travel behaviour .” Transportation Research Part A: Policy and Practice , Volume 95: 198-206.
https://doi.org/10.1016/j.tra.2016.10.025.
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Allowing Non-Resident Parking in Residential Permit Districts
Cities often wish to reduce driving while still considering the needs of people who do want to drive and park without
investing resources in expanding the existing parking supply. In some cases, where there is a large supply of on -
street parking in residential areas, cities have created parking permits for residen ts while also allowing non -
residents to park in the area, so that city resources are shared more efficiently and equitably among users.
• Allowing Non-resident Paid Parking (Sacramento, CA): Non-residents may park
in residential areas if they follow time restrictions or pay the meter . Residents
are eligible for virtual permits tied to their license plate numbers, which exempt
them from time restrictions and meter charges (see Figure 4).
• Non-resident Commuter Permits (Boulder, CO): Like Sacramento, Boulder also
allows non-residents to park in some Neighborhood Parking Permit zones,
subject to posted time limits. Non-resident commuter permits allow commuters
to park beyond posted time limits in these zones and are available on a limited
basis for $105 per quarter. Each permit is limited to a certain block, chosen by
the applicant based on availability. Figure 5 on page 6 shows a map of
neighborhood commuter permit availability in Boulder. Permits for blocks with
the most convenient access to the University of Colorado Boulder are especially
in demand, but the limit on the number of permits per block can help ensure
some parking remains available for residents of the permit neighborhoods.
• V irtual v isitor permits (Sacramento, CA and Rotterdam , the Netherlands): Many
cities with parking permit programs have some allowance for temporary visitor
permits. In Sacramento, residential permit holders can conveniently access an
online portal at any time to order 24-Hour temporary parking permits. Residents may order a maximum of
ten permits per month, per address. T he City of Rotterdam has a similar program, allowing residential
permit holders to register visitors through a phone app. In Rotterdam, there is no limit to the number of
visitor permits a resident may order, but there is a charge of € 1.50 per five hours.
• Allowing Parking for Car-Share Members (Strasbourg , France):
In an effort to encourage car sharing and encourage more
residents to live without owning a vehicle , Strasbourg makes
parking in residential permit zones available to car-share
vehicles. Many car share services require vehicles to be returned
to the same spaces where they were originally park ed within a
specified time frame, but the Citiz car share service in
Strasbourg offers additional flexibility for certain vehicles, which
can be rented without specifying the return time, then left in
any parking space within the City’s perimeter.
Figure 4 : Sacramento
Residential Permit
Parking area signage
Source: City of
Sacramento, 2022
Car-share vehicle parked in Strasbourg,
France
Source: YeaCitiz, 2022
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Figur e 5 : Neighborhood Commuter Permit Availability Map
Source: City of Boulder, 2022
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Using Parking Permit Revenue to Support Alternative Modes
When their residents support citywide climate, mobility, and equity goals, s ome cities are starting to see their area
parking permit programs as one element of a larger transportation system that also includes more sustainable
modes of travel, including active transportation and shared mobility options. When parking is seen as part of this
larger system, parking management solutions often go beyond simply providing available parking for those who
need it. Forward-thinking strategies can also help to improve overall access and gradually move toward a
transportation system in which sustainable travel options are more attractive than single occupancy vehicle use.
• Boulder, CO: The City of Boulder plans to gradually increase the cost of neighborhood parking permits and
reinvest the eventual surplus in mobility options (including a residential version of the EcoPass progra m
discussed on page 2, above) for neighborhood residents and commuters.
• Portland, OR: On top of the base cost of a residential parking permit, Portland includes a $120 surcharge
which goes toward transportation demand management initiatives, including th e Transportation Wallet
program. In consideration of social equity, the surcharge is waived if an applicant makes below 80 percent
of the area ’s median household income. Figure 6 shows the number of parking permits purchased has
steadily decreased as the c ost of the area parking permits has increased since the launch of the
Transportation Wallet program.
Source: Transportation Wallet 2020 Program Report .
Area Parking Permit Restrictions
Cities interested in reducing single occupancy vehicle use have developed other restrictions for area parking permits
beyond simply increasing the cost of the permit. Many cities have clear requirements regulating the establishm ent
of new permit districts based on occupancy observations. Others have further restrictions on permit eligibility.
• Portland, OR: New residential parking permit districts are permitted only if at least 75 percent average
occupancy is observed at least four days a week, nine months per year and a t least 25 percent of parked
vehicles have no connection to area residents or businesses. The Portland Bureau of Transportation (PBOT)
conducts the occupancy counts.
• Rotterdam, the Netherlands : Out of concern for environmental demands, residential parking permit
applications are accepted only if the applicant’s home or residence within the permit zone does not have
Figure 6 : Yearly Parking Permit Prices and Sales in Portland Area Parking Permit Districts
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a garage or private parking. The parking department verifies notes in a City register if a residence has a
garage or private parking. The City continues to inventory if a residence has on -site parking. This
information will be registered for all new developments.
PRICING STRATEGIES
A widely recognized best practice in parking management involves setting prices based on observed demand. In
practice, this can involve the comparison of actual parking utilization rates with an 85 percent occupancy threshold.
When parking is 85 percent occupied, spaces are well -used—showing prices are not needlessly deterring people
from driving to the area —but that it is also still possible for drivers to find parking without cruising around waiting
for another driver to leave. Several of the case study cities use demand-based pricing and other pricing strategies ,
a strategy the City of San Luis Obispo in in the early stages of implementing :
• Occupancy-based price adjustments (Boulder, CO ): Boulder uses three pricing tiers, regularly adjusting
which blocks are priced within each tier based on occupancy observations. If occupancy is below 60
percent, the City lowers the cost of parking. If occupancy is between 60 and 80 percent, the City maintains
the current price. If occupancy is observed above 80 percent, the City increases the price . Boulder also uses
demand observations to offer different prices for weekday evening and weekend parking in public off -
street facilities.
• Occupancy-based price increases (Sacramento, CA ): Unlike Boulder, the City of Sacramento does not
programmatically lower prices when occupancy is low, but it doe s increase rates when occupancy is high,
until 85 percent or below occupancy is achieved. This one -directional strategy may not result in as efficient
use of the City’s existing parking, but it could be more effective in increasing public revenue, freeing land
for other uses, and achieving mode share goals. Like Boulder, Sacramento has several off-street facilities
with different price structures for evening and weekend parking.
• Occupancy-based paid parking introduction (Rotterdam, the
Netherlands ): Rotterdam uses occupancy thresholds to
determine where paid parking should be introduced. If
occupancy is over 60 percent and new housing will be
developed, paid parking is introduced, if not already in place.
In other neighborhoods, paid parking is introduced when
occupancy is over 85 percent. Like Boulder, Rotterdam uses
three tiers of pricing. Established rates vary by zone and time
of day. In the past, the city made regular adjustments based on
occupancy. Now, Rotterdam is more interested in deterring
parking and gradually returning on-street parking spaces to the
public realm for other uses.
• P aid parking area expansion based on c limate and mode-share goals (Strasbourg, France): Strasbourg’s
pricing strategy is more focused on achieving climate and mode share goals than on optimizing the use of
existing parking. In general, the pricing scheme is still designed so that inner-city curbside parking is the
Source: City of Rotterdam, 2022
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most expensive and the peripheral publ ic off-street lots are the least expensive , which encourages people
to park on the outskirts of the City and take transit to the center. In addition, Strasbourg expanded its paid
parking area even without citing occupancy as justification, as the city was more interested in reducing
vehicle use. When Strasbourg increased its paid parking area by 2,500 spaces between 2007 and 2008, a
walking survey focused on the inner city revealed that there was an 11.5 percent increase in walking.
• Tier-based pricing (Sacramento, CA): Another feature of parking pricing in Sacramento is that on-street
parking has a tiered-based rate system. There are four zones with rates ranging from $1.75 to $3.75 per
hour depending on location and length of stay. For example, in Zone 1, the base hourly meter rate is $1.75,
and increases to $3.00 in the second hour, and $3.75 per hour for three or more hours. Special event
parking within three blocks of the Golden 1 Center charges a flat rate of $18.75 for activities exceeding
15,000 expected attendees. Figure 7 summarizes the tier-based pricing system in Sacramento.
Figure 7: Tiered On -Street Parking System Rates in Sacramento, CA
Source: City of Sacramento
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MULTIMODAL MOBILITY MEASURES
Direct parking management strategies can help improve access for drivers. A holistic approach to improving access
also means implementing indirect parking management strategies to make walking, biking, and shared mobility
more attractive and accessible transportation options. As a complement to their parking management programs,
the case study cities have taken measures to make their streets friendlier to pedestrians and bicyclists.
Boulder, CO
• Free secure bicycle parking: In addition to providing bicycle racks throughout the city, Boulder offers free
secure bicycle parking in its off-street parking structures and provides free bicycle lockers at its park -n-ride
lots and at the Downtown Boulder Transit Station.
• Mobility safety fines: Parking violations that impede mobility safety, such as parking in a bike lane, carry
an additional penalty, and fines increase to $65 or more.
• EcoPass and NECO Pass: As discussed above, Boulder supports awareness and use of multimodal mobility
options by subsidizing and providing staff support for the employee-focused EcoPass and residential-
focused N eighborhood EcoPass (NECO Pass) programs. When a neighborhood association applies for NECO
Passes, the City provides a 50 percent subsidy the first year of the program and subsidizes between 33 and
39 percent each subsequent year, depending on the share of affordable housing u nits in the neighborhood.
Figure 8 shows the NECO Pass neighborhoods.
Figure 8 : NECO Pass Neighborhoods in Boulder
Source: City of Boulder, 2022 .
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Sacramento, CA
The vision and guiding principles expressed in Sacramento’s general plan state that bicycle, pedestrian, and transit
options should be prioritized over automobiles . In addition to eliminating parking minimums and introducing
parking maximums, Sacramento is pursuing various strategies to support more multimodal access, including:
• Parking-protected bike lanes : In Sacramento, a survey revealed a pproximately 60 percent of people were
interested in traveling by bicycle, but were concerned about riding next to moving traffic. In response, the
City has decreased the number of t raffic lanes on some streets from three to two, making space for bicycle
lanes buffered by parallel parking.
• Making room for transit lanes: Based on findings that dedicated transit lanes can improve bus reliability by
25 percent, Sacramento plans to remove parking spaces to make for dedicated lanes to improve the system
for transit riders and encourage more residents to take public transportation.
Ann Arbor, MI
The City of Ann Arbor is becoming a leader in planning for multimoda l mobility. In addition to promoting transit use
through the getDowntown! program, the City is partnering with the Ann Arbor Downtown Development Authority
(DDA) to implement a “People-Friendly Streets” program. The overarching goals of this program are de signed to
make streets more welcoming to pedestrians and cyclists, and include the following: improving safety and comfort,
promoting green design, increasing connections, promoting affordable and inclusive community, and enhancing
enjoyment and interest. Specific actions taken include:
• Repurposing parking lanes from one side to create more space for bikeways and pedestrian passings
• Using parking lanes to separate bike lane s from the roadway
• Creating bike turn boxes at traffic lane heads to improve safety at signalized intersections
• Introducing a dvisory bike lanes on residential streets
• Completing a bikeway link to the local university
• Reconfiguring traffic lanes to accommodate temporary pedestrian and bicycle facilities
Bicycle traffic increased dramatically upon installation of the temporary bike lanes on average among all sites after
deployment. The Thursday, Friday, and Saturday changes in bicycle traffic were increases of 54 percent, 60 percent,
and 93 percent, respectively. The City has also launche d a website explaining the purpose of the new bicycle
infrastructure with summary sheets and instructional videos explaining how to use it. Figure 9 on page 12 displays
information from a summary sheet of the William Street Bikeway project , completed in 2019.
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Figure 9 : Elements of Ann Arbor’s People-Friendly Streets
Source: Ann Arbor DDA, 2022.
Source: Ann Arbor DDA, 2022.
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Rotterdam, the Netherlands
Rotterdam was once a car-centric city, but beginning in the 1990s, policymakers, citizens and researchers in the
community developed an agenda for transition, and the city has gradually shifted toward more sustainable mobility .
The “Rotterdam Mobility Approach” aims to give active and healthy mobility (walking and cycling) more space and
to create a healthier, greener, and more attractive city. Figure 10 shows how Rotterdam’s interventions have
already led to increased public transport and bicycle use and d ecreased vehicle use, and how these trends are
expected to continue . Elements of Rotterdam’s approach include:
• Creation of more bike lanes, walking areas, bike parking, terraces, and green areas by repurposing parking
spaces (3000 spaces were repurposed between 2016 and 2020)
• Response to the increase in resident demand for shared mobility services :
o Car share, bike share, and public transit services are integrated into one digital platform.
o Shared electric bicycles, scooters and cars can be rented anywhere in town.
• Parking is located on outskirts of downtown, and visitors can take transit into the city center .
Figure 10: Rotterdam Mobility Transition Projection
Source: Rotterdam Urban Traffic Plan 2017 – 2030.
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Strasbourg, France
Like Rotterdam, Strasbourg has been interested in improving pedestrian and
bicycle infrastructure and decreasing reliance on automobile use since the
1990s. Initiatives Strasbourg has taken include the following:
• Removing 1,980 on-street parking spaces to repurpose the space for
street beautification, dedicated cycling paths, and improved
pedestrian infrastructure (relocating the spaces to four off-street
garages).
• Providing 1,623 free secure bicycle parking spaces at seven garage
facilities throughout the city. The parking lot at the Strasbourg train
station also has a bicycle repair workshop, a spare parts dispenser, and battery recharging lockers for
electric bicycle batteries.
• Supporting the development of a multimodal Mobility pass (“Pass Mobilité”) that offers a bundle of
services, including access to the bus, tram, bike -sharing services, car-sharing services, bicycle parking
facilities, and park-n-ride lots. There are two pass options, with price differentials for users who plan to use
bike and car share services frequently or only occasionally. There are also different rates for youth, adults,
and senior citizens. Interested individuals must apply for the pass on their own, but employe rs are required
to reimburse 50 percent of the cost.
As Figure 11 shows, Strasbourg began making progress toward becoming a more multimodal city between 1977
and 2009. Since then, the City continues to experiment with pilot projects and policy initiatives to achieve clima te
goals and become more pedestrian and bicyclist -friendly. For example, the city launched a Limited Traffic Zone pilot
program from June to November of 2022, allowing only certain categories of vehicle users access to streets within
the zone shown in Figure 12 between the hours of 6:00 a.m. and 11:00 a.m.
Strasbourg Multimodal Mobility
Pass
Source: Mobility Pass Press Release, 2014 .
Figure 1 2 : Strasbourg Limited Traffic Zone
Source: Europe’s Parking U -Turn: From Accommodation to
Regulation, ITDP, 2010 .
Source: City and Eurometropolis of Strasbourg, 2022 .
Figure 1 1 : Strasbourg Mode Split, 1977 and 2009
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FINANCIAL INTEGRATION OF PARKING PROGRAMS AND
TRANSPORTATION DEMAND MANAGEMENT INITIATIVES
As mentioned briefly earlier in this memorandum, several of the case study cities use parking revenue to support
transportation demand management initiatives that reduce parking demand. This is a best practice, and cities will
benefit from seeing the transportation system as a whole rather than managing and planning for each mode of
travel separately. Gradually redirecting not only street space, but also financial resources toward sustainable travel
will help cities progress toward their mode share goals. The following cities use parking revenues to advance
environmentally-friendly transportation options:
• Portland, O R: Parking permit surcharge s support transportation demand management and help subsidize
the Transportation Wallet program. Portland also charges a “Parking Climate and Equitable Mobility
Transaction Fee of 20 cents” per public parking transaction to further transportation demand management
initiatives.
• Boulder, CO: Parking revenues also pay for transportation demand management initiatives in Boulder,
including the EcoPass and NECO Pass.
• Ann Arbor, MI: The parking system supports itself through parking revenue, and also funds other
transportation initiatives such as the go!Pass, the getDowntown program, and supplemental service on
public transit routes.
• Strasbourg, France: Strasbourg changed its structure from Parking Enterprise (internal circular funding,
where parking fees pay for the cost of the parking program ) to instead direct parking revenues toward
public transit.
COMMUNICATIONS
Cities often make significant investments in transportation infrastructure and develop thoughtful progr ams to help
encourage sustainable travel and make the transportation system run more smoothly . Equally important are
communications strategies that increase awareness of the many transportation options available. The case study
cities employ a variety of practices to help people understand the reasoning behind new City policies, plans, and
programs and to make transportation decisions:
• SmartTrips New Movers program (Portland, OR): Portland’s Bureau of Transportation provides
individualized transportation information by mail and email to new and relocating residents , based on
research demonstrating people may be more receptive to new information and more willing to adopt new
habits in a “changed decision” context, such as after a relocation . Portland purchased a mailing list based
on the U.S. Postal Service's National Change of Address database and sent “order forms” offering residents
30 different types of free resources —such as walking maps, bicycle routes, carpooling information, and
transit schedules—that they could choose from. Program staff later followed up with the new residents by
phone and email. As shown in Figure 13 on page 16, SmartTrips New Movers has reduced new residents’
drive-alone trips by 5 to 8 percent and increased the sha re of their trips taken by sustainable modes of
travel.
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Figure 1 3 : Drive Trips Reduction for SmartTrips Participants, 2014 to 2019
Source: Portland Bureau of Transportation (PBOT)
• SmartPark garages (Portland, OR): Portland has
“SmartPark” garages w ith sensors to detect occupancy,
and signs display the number of spaces available. This can
reduce perceptions of a parking shortage, and drivers will
not waste time circling for parking if a garage is full.
• People-friendly streets program messaging (Ann Arbor,
MI): The program webpage shares project updates,
provides visually appealing graphics explaining new
infrastructure, and shares educational videos, such as
William Street Bikeway 101, How Advisory Lanes Work and
The Importance of Protected Bike Lanes.
• Communications campaigns (Strasbourg , France): Strasbourg has run several communications campaigns
related to sustainable transportation. The “Ecomobilité” campaign challenged car dependence with active
transportation posters, brochures, and other messaging throughout the city. The “Priority to our Quality of
Life” campaign included public discussions and pamphlets explaining the reasoning for the expansion of
the paid parking area. Public campaigns and posting published materials in the public realm can reach a
wider audience than relying primarily on web pages to relay information.
Source: Portland Bureau of Transportation
SmartPark garage sign
Page 669 of 695
TASK 4: CASE STUDIES AND BEST PRACTICES MEMORANDUM
City of San Luis Obispo Access and Parking Management Plan
33-002366.00
20
CONCLUSION
The practices presented in this memorandum have helped the case study cities improve the quality of life for
residents and make substantial progress toward their climate and mode share goals. The six cities exemplify a
visionary approach to long-term planning for parking and holistic access, and their success stories provide lessons
that can help other communities chart a path forward. Key findings from this report include:
• There is significant potential to reduce employee parking demand through partnerships with transit
agencies and downtown business associations.
• Some residential area parking permit management include options for non-resident parking to ensure city
resources are shared more efficiently and equitably among users.
• Demand-based pricing strategies can help ensure access and availability .
• Multimodal mobility strategies are an important complement to direct parking management.
• Dedicating more street space to multimodal infrastructure results in more people walking, biking,
carpooling, and using public transit.
• Parking revenues can be used to support transportation demand management initiatives that reduce
parking demand.
• Successful communications can increase awareness of and support for parking and access programs.
Page 670 of 695
WALKER CONSULTANTS 1
KEY GOALS FOR THE PLAN UPDATE
•Key goal #1: Promote mode shift and emissions reductions by making biking,
walking, and transit more attractive than driving alone, fostering an economically
and culturally vibrant downtown.
•Reduce subsidies for parking
•Create investments and programs for active transportation and transit
•Reduce barriers to active transportation
•Increase awareness of the appeal of sustainable travel options
•Key goal #2: Support Parking Services success by using parking spaces efficiently,
promoting fiscal responsibility, ensuring availability, improving the customer
experience, and fostering an economically and culturally vibrant downtown.
•Use parking pricing to influence demand and distribution
•Use technology and wayfinding to improve the parking experience
•Use parking permit districts to maximize parking capacity
•Other recommendations
Page 671 of 695
WALKER CONSULTANTS 2
SUPPORTIVE CITY POLICIES
General Plan Circulation Element
2.1.1. Multi-level Programs The City shall support county-wide and community-based efforts aimed at substantially reducing
the number of vehicle trips and parking demand.
2.1.4. Downtown Congestion Within the Downtown the City shall establish and promote programs aimed at reducing
congestion in a way that supports the long-term economic viability of the downtown.
2.2.2. City Trip Reduction The City shall maintain and where cost effective improve a trip reduction plan for City employees.
2.2.3. Large Employers The City shall work with employers to establish a voluntary commuter benefit options program that
provides commute options for employees.
2.2.4. Incentives for Educational Institutions The City shall continue to work with Cal Poly, Cuesta College, and other
educational institutions to provide incentives to all students, faculty and staff to use alternative forms of transportation.
3.1.1. Transit Development The City shall encourage transit accessibility, development, expansion, coordination and
marketing throughout San Luis Obispo County to serve a broad range of local and regional transportation needs.
4.1.1. Bicycle Use The City shall expand the bicycle network and provide end-of-trip facilities to encourage bicycle use and to
make bicycling safe, convenient and enjoyable.
4.1.3. Continuous Network The City shall collaborate with SLO County to coordinate planning and development of county
bikeways to support a regional bike network and identify and acquire additional rights of way in the City as they become
available.
Page 672 of 695
WALKER CONSULTANTS 3
SUPPORTIVE CITY POLICIES
General Plan Circulation Element
4.1.12. Bike Parking The City shall facilitate development of conveniently located bike parking so as not to impede
pedestrian walkways.
4.1.5. Bikeway Design and Maintenance The City shall design and maintain bikeways to make bicycling safe, convenient and
enjoyable.
5.1.1. Promote Walking The City shall encourage and promote walking as a regular means of transportation.
6.1.1. Complete Streets The City shall design and operate city streets to enable safe, comfortable, and convenient access and
travel for users of all abilities including pedestrians, bicyclists, transit users, and motorists.
13.1.1. Curb Parking The City shall manage curb parking in the downtown to encourage short-term use to those visiting
businesses and public facilities.
13.2.2 Monitor Public Parking The City shall regularly monitor the use of public parking in downtown.
14.1.3 Neighborhood Parking District The City’s Residential Parking District Program shall be updated to review the criteria
and clarify the process for establishing a district.
14.2.1 Neighborhood Parking Permits Upon request from residents or other agencies, the City will evaluate the need for
neighborhood parking permit programs or other parking management strategies in particular residential areas.
Mode Shift Goal -Goal to reduce the number of people who drive alone from 67.7 percent today to 50 percent by 2030,
boost bicycling to 20 percent, boosting transit to 12 percent, having walking, carpooling, and other forms of transportation
account for 18 percent of travel
Page 673 of 695
WALKER CONSULTANTS 4
SUPPORTIVE CITY POLICIES
Downtown Concept Plan (DCP)
2.3 Provide opportunities for a variety of new public spaces and recreation downtown, including pocket parks, plazas, wide
sidewalks with seating, an expanded Creek Walk, parklets, and creative rooftop public spaces.
4.1 Design downtown streets for pedestrians first, followed by cyclists; encourage walking and bicycling by making the
downtown safe and welcoming.
4.3 Provide ample wayfinding to direct drivers to parking structures so they do not need to drive through the downtown
core to access them.
4.4 Provide safe bicycle infrastructure that connects to neighborhoods to encourage people to ride bicycles to and from
downtown rather than drive.
5.2 Provide ample pedestrian wayfinding throughout the downtown.
The intention is to direct drivers to parking structures first, so they will not need to drive through the downtown core.
Page 674 of 695
WALKER CONSULTANTS 5
SUPPORTIVE CITY POLICIES
Active Transportation Plan (ATP)
1.3 Leverage Opportunities to Construct Infrastructure 1.3a -Coordinate the implementation and maintenance of active
transportation facilities in conjunction with larger capital improvement projects to deliver bicycling and pedestrian
enhancements in a cost-effective manner while maintaining pavement and sidewalk systems in a good state of repair
1.6 Decrease Reliance on Single-Occupant Autos. With input from the City Council and community, prioritize mobility,
connectivity, and comfort for active transportation users and transit services over motor vehicle throughput and street
parking when considering tradeoffs of transportation improvement projects, particularly on high speed/volume arterial
streets.
2.4 Look for Opportunities to Reduce Traffic Speeds –2.4a -Support design strategies that encourage traffic speeds of 20
mph on residential and local streets and 15-20 mph along neighborhood greenways and within school zones.
3.1 Bicycle Parking. Provide secure bicycle parking at neighborhood destinations like schools, medical centers, grocery
stores, and government offices through a combination of city-funded installations in public spaces, and privately-funded
installations as a requirement of new development and redevelopment of existing properties.
3.2 Improve Connections to Transit. 3.2a -Design bikeways and pedestrian facilities that safely and efficiently facilitate first
and last mile connections to transit as well as amenities at transit locations such as bike parking and bus kiosks. Explore
opportunities to provide secure long-term bicycle parking at transit stops including cargo and electric bike charging to allow
for more convenient multi-modal connections to transit.
3.3 Make the Pedestrian Experience Enjoyable and Interesting. 3.3a -Work with local businesses to provide additional
opportunities for sidewalk dining, parklets and other forms outdoor seating to encourage a vibrant, human-scale pedestrian
environment.
Page 675 of 695
WALKER CONSULTANTS 6
SUPPORTIVE CITY POLICIES
Active Transportation Plan (ATP)
3.4 Open Streets. Support open streets and pilot active transportation projects, such as creation of temporary
pedestrianized, car-free streets to expand public space for visitors and community members.
3.6 Wayfinding. Explore ways to partner with third-party apps or web-based maps to promote the use of the bicycle and
pedestrian network and distribute them as part of a wayfinding strategy.
3.7 Bikeshare and Micromobility. Implement a bikeshare program in partnership with Cal Poly to maximize convenient
access to bicycling as a form of transportation. If supported by the City Council, explore additional micromobility
transportation options to increase sustainable transportation choices in San Luis Obispo. Explore allowing expanded use for
personally owned skateboards, scooters, and other personal mobility devices in the Municipal Code as well as increase
education on what devices are permitted and where they are allowed to be used.
3.6 Wayfinding. Develop tools such as a web-based map or app to promote the use of the bicycle and pedestrian network
and distribute them as part of a wayfinding strategy.
4.8 Support Promotional Programs and Events. Support programs and events that promote a bicycle-and pedestrian
friendly San Luis Obispo, such as Bike to Work Day, Open Streets events, and the Bike Rodeo for school-age children.
6.2 Continue to sponsor and provide funding for active transportation promotion and education as well as safe behaviors for
all modes that make bicycling and walking challenging.
6.4 Work with partners on programs that reduce transportation costs and provide active transportation education and
opportunities to underserved populations.
Page 676 of 695
WALKER CONSULTANTS 7
SUPPORTIVE CITY POLICIES
Active Transportation Plan (ATP)
6.6 Enforce traffic laws regarding active transportation rights and responsibilities while also emphasizing that facility design
efforts may be more effective in making bicycling and walking more safe and attractive.
6.7 The City should continue providing incentives for employees to commute to work by walking and bicycling and
encourage local businesses to do the same.
Page 677 of 695
WALKER CONSULTANTS 8
SUPPORTIVE CITY POLICIES
Climate Action Plan (CAP) for Community Recovery
Connected 2.1.A Continue to implement the Active Transportation Plan.
Connected 2.2.A Reassess the viability of launching a Micro Mobility Program and launch if feasible.
Connected 3.1.B Pursue parking programs, rules, and regulation that can reduce vehicle miles traveled and support
alternatives to vehicle ownership.
Page 678 of 695
WALKER CONSULTANTS 9
Strategy Rationale Overview Timing
City Policies
Strategy
Promotes
Eliminate on-
street parking
permits
The on-street parking permits encourage
longer parking stays in on-street spaces. On-
street parking spaces should have higher
turnover to serve downtown businesses and
promote economic development. Long-term
parkers should be directed to park in parking
structures.
Eliminate the on-street permit option
in the 10-hour parking spaces. Phase
out the on-street permits
incrementally (e.g. 20 percent per
year).
Short-term
-Circulation
Element 13.1.1
-Downtown
Concept Plan-
directing drivers to
parking structures
first
Increase parking
permit rates.
Parking users should be responsible for the
costs of providing and managing parking
infrastructure. The daily parking rates for the
parking meters and structures are increasing
and the parking permit rates should also
increase.
After the parking rate increases for
daily parking, consider increasing
parking permit rates for all downtown
permits. Consider establishing a ratio
(e.g. 50%) between parking permit
rates and daily parking rates. Offer a
reduced rate for low-income
individuals.
Long-term
-Circulation
Element
transportation
mode shift goal
-Climate Action
Plan, 3.1.B
1. PROMOTE MODE SHIFT BY MAKING OTHER MODES MORE ATTRACTIVE THAN DRIVING
ALONE: REDUCE SUBSIDIES FOR PARKING
Page 679 of 695
WALKER CONSULTANTS 10
Strategy Rationale Overview Timing City Policies Strategy
Promotes
Expand parking
permit options to
include daily
parking bundles
When parking is offered
monthly, quarterly or
annually, drivers may be
encouraged to drive
downtown because they have
already paid for parking.
When parking is charged by
the day, drivers need to
consider whether to drive and
park each day.
Offer a reduced rate bundle of daily parking
passes. Offer a further reduced rate for low-
income employees.
Short-
term
-Circulation Element
transportation mode shift
goal , and Policy 2.1.1
-Climate Action Plan, 3.1.B
Switch from
monthly and
quarterly
downtown parking
permits to daily
parking bundles.
Charge for parking by the day for all users. Offer
a reduced rate bundle of daily parking passes
for employees. Offer a further reduced rate for
low-income employees.
Long-term
-Circulation Element
transportation mode shift
goal , and Policy 2.1.1
-Climate Action Plan, 3.1.B
1. PROMOTE MODE SHIFT BY MAKING OTHER MODES MORE ATTRACTIVE THAN DRIVING
ALONE: REDUCE SUBSIDIES FOR PARKING
Page 680 of 695
WALKER CONSULTANTS 11
Strategy Rationale Overview Timing City Policies Strategy
Promotes
Eliminate free
parking for City
employees
When parking is offered free
of charge, employees are
encouraged to drive to work.
Some City of San Luis Obispo departments have
eliminated the free parking option for
employees. Eliminate the free parking option for
City of San Luis Obispo employees, instead offer
parking cash-out or a transportation wallet
benefit described further in the next two
strategies.
Short-term
-Circulation Element
transportation mode shift
goal , and Policy 2.2.2
-Climate Action Plan,
3.1.B
Adopt a local
parking cash-out
ordinance
Parking cash-out programs
incentivize downtown
employees to consider an
alternative mode of
transportation other than
driving and parking.
AB 2206 requires employers with 50+
employees that offer free employee parking in
leased spaces to offer the equivalent value as
cash-out. Adopt an ordinance that requires
employers with 50+ employees that offer free
employee parking in rented or leased spaces to
offer the equivalent value as cash-out.
Medium-
term
-Circulation Element
transportation mode shift
goal , and Policy 2.1.1
-Climate Action Plan,
3.1.B
1. PROMOTE MODE SHIFT BY MAKING OTHER MODES MORE ATTRACTIVE THAN DRIVING ALONE:
REDUCE SUBSIDIES FOR PARKING
Page 681 of 695
WALKER CONSULTANTS 12
Strategy Rationale Overview Timing City Policies Strategy
Promotes
Offer a flexible
“transportation wallet”
benefit to downtown
employees, funded by
parking revenues.
The downtown parking permit
system provides a financial
benefit only to commuters who
drive. Contributing financial
resources toward sustainable
travel will help achieve mode
share goals by providing equal
incentives for employees who
take transit or bike to work.
Provide a choice between:
•Transit (SLO Transit or RTA) or bike
share passes
•Gift card to a local bike shop (to
subsidize bike or e-bike
purchase/maintenance)
•Discounted bundle of daily parking
passes
Increase the size of the benefit for low-
income employees.
Short-
term
-Circulation Element
transportation mode
shift goal, and Policy
2.1.1
-Climate Action Plan,
3.1.B
-ATP Policy 6.7
Implement a bike share
program
Partner with the City’s Active
Transportation Manager and a
third-party to operate a bike
share program in Downtown San
Luis Obispo.
Provides access to a bicycle for residents,
employees, and visitors to travel around
downtown and to Cal Poly San Luis
Obispo.
Medium-
term
-Circulation Element
transportation mode
shift goal
-Climate Action Plan
2.2.A
-ATP Policy 3.7
1. PROMOTE MODE SHIFT BY MAKING OTHER MODES MORE ATTRACTIVE THAN DRIVING
ALONE: CREATE INCENTIVES AND PROGRAMS FOR ACTIVE TRANSPORTATION AND TRANSIT
Page 682 of 695
WALKER CONSULTANTS 13
Strategy Rationale Overview Timing City Policies Strategy
Promotes
Evaluate where bike
parking should be
located and the type
of parking needed
There are variety of destinations bike
parking should be installed at and
types of bicycle parking (bike racks,
lockers, mobility hubs) and developing
a strategy for both location and facility
type is important.
Conduct a study to evaluate the types
of bike parking that should be installed
and location for bike parking. Refer to
ATP Design Guidelines 7.14-7.34.
Short-
term
-Circulation Element
transportation mode
shift goal, Policy 4.1.1
-ATP Policy 3.1, ATP
page 90
Create more on-street
bike corrals
Providing bike corrals can free up
space on the sidewalk, making it easier
to walk and the corrals provide more
space to park bicycles.
Evaluate opportunities to implement
additional bike corrals in busy core
locations downtown, potentially in
space current devoted to on-street
parking. Potentially allow for businesses
to apply for bike corrals (e.g. Portland).
Short-
term
-Circulation Element
transportation mode
shift goal, Policy 4.1.1,
4.1.12
-ATP Policy 3.1, ATP
page 90
Add additional
sidewalk bicycle
parking
Stakeholders and community members
have shared there is a lack of bicycle
parking in Downtown San Luis Obispo.
Sidewalk parking can increase bicycle
mode share by increasing the
convenience of bicycling relative to
other transportation options.
Evaluate opportunities to add bike racks
on sidewalk space. Ensure that the
bicycle racks can accommodate
oversized and heavy bicycles such as e-
bikes, cargo bikes, and cargo tricycles.
Short-
term
-Circulation Element
transportation mode
shift goal, Policy 4.1.1
-ATP Policy 3.1, ATP
page 90
1. PROMOTE MODE SHIFT BY MAKING OTHER MODES MORE ATTRACTIVE THAN DRIVING
ALONE: REDUCE BARRIERS TO ACTIVE TRANSPORTATION
Page 683 of 695
WALKER CONSULTANTS 14
Strategy Rationale Overview Timing City Policies Strategy
Promotes
Ensure that all major
transit stops have
secure bicycle
parking
Providing bicycle parking at transit stops
improves access to transit and promotes
transportation alternatives.
Add bicycle parking at major transit
stations that currently lack bicycle
parking. Facilities include bike lockers
and bike cage keycard storage.
Short-
term
-ATP Policy 3.2.a
-ATP page 85
Promote the bike
valet and expand its
use
A bike valet is provided at the weekly
Farmer’s Market by Bike SLO County, but
stakeholders included Cal Poly students
indicated they are not aware of the
program or are unclear how to use it.
Partner with Cal Poly and Cuesta
College to promote the bike valet
program and provide education on
how to use it. Expand the use of the
bike valet beyond the Farmer’s
Market.
Short-
term
-Circulation Element
transportation mode
shift goal, Policy 4.1.1
Implement a bike
mobility hub
Stakeholders and community members
have expressed safety concerns locking
their bicycle downtown.
Identify a site to implement a bike
mobility hub downtown. Hubs are
typically staffed and contain secure
bike parking and options for bike
repair.
Long-
term
-Circulation Element
transportation mode
shift goal, Policy 4.1.1,
4.1.12
-ATP Policy 3.1
1. PROMOTE MODE SHIFT BY MAKING OTHER MODES MORE ATTRACTIVE THAN DRIVING
ALONE: REDUCE BARRIERS TO ACTIVE TRANSPORTATION
Page 684 of 695
WALKER CONSULTANTS 15
Strategy Rationale Overview Timing City Policies
Strategy Promotes
Allow for an
additional
reduction in
parking
requirement with
provision of bicycle
parking
The City currently allows up to a 10% reduction in
vehicle parking spaces if additional parking is
provided (beyond the code requirement).
Allowing for greater reductions in parking
requirements reduces barriers to developing
housing downtown and promotes alternative
modes of transportation. (e.g. Santa Monica
allows for a 15% reduction and Portland allows
for a 25% reduction).
Increase the reduction in
vehicle parking spaces with
provision of bicycle parking
(beyond the code requirement).
Short-term
-Circulation Element
transportation mode
shift goal
-ATP Policy 3.1
Continue to
implement
bikeways and
sidewalks as
recommended in
the ATP
The Active Transportation Plan calls for many
miles of new bike facilities, helping the City to
reach its mode share goals as more people come
to consider biking a safe option.
Coordinate implementation of
ATP projects in relation to
Parking and other Public Works-
led projects.
Ongoing
-Circulation Element
transportation mode
shift goal
-ATP Policy 1.3
-DCP Goal 4.4
1. PROMOTE MODE SHIFT BY MAKING OTHER MODES MORE ATTRACTIVE THAN DRIVING
ALONE: REDUCE BARRIERS TO ACTIVE TRANSPORTATION
Page 685 of 695
WALKER CONSULTANTS 16
Strategy Rationale Overview Timing City Policies Strategy
Promotes
Monitor the
effectiveness and
use of bike facilities
The City has a robust plan for bikeway
network buildout specified in the 2021
Active Transportation Plan.
As new bike facilities are
constructed, partner with
Transportation Engineering to
monitor the effectiveness and
use of bike facilities and
rebalance its prioritization based
on need, bike volumes, and
service to underserved
populations.
Ongoing
-ATP Policy 1.3
-Page 149 of the ATP
discussed Monitoring
and Evaluation
Increase mobility
fines
Promotes safety for bicyclists and
pedestrians.
Increase citation rates for parking
violations that impede mobility
safety such as parking in a bike
lane.
Short-term
-Circulation Element
transportation mode
shift goal
-ATP Policy 6.6
Coordinate with
SLOCOG
SLOCOG’s Rideshare program encourages
the use of alternative modes of
transportation such as carpooling,
vanpooling, public transit, biking and
walking to increase mobility.
Coordinate with SLOCOG on
alternative transportation mode
promotion, such as for the
rideshare program.
Ongoing
-Circulation Element
transportation mode
shift goal
1. PROMOTE MODE SHIFT BY MAKING OTHER MODES MORE ATTRACTIVE THAN DRIVING
ALONE: REDUCE BARRIERS TO ACTIVE TRANSPORTATION
Page 686 of 695
WALKER CONSULTANTS 17
Strategy Rationale Overview Timing
City Policies
Strategy
Promotes
Widen sidewalks/implement
constructed curb extensions
Wider sidewalks provide a more
inviting pedestrian experience
to encourage walking.
Evaluate the public right of way to consider
widening the sidewalk/constructing curb
extensions near parking facilities, potentially
removing a travel lane or on-street parking.
Long-term -DCP Goal 2.3
Close some streets for
pedestrian-only use
Promotes more people-friendly
spaces for walking and
gathering.
Consider closing some streets, such as
Garden Street or potentially Higuera Street or
Monterey Street to vehicular traffic.
Long-term
-ATP Policy
3.4
-DCP Goal 4.1
Convert one-way streets to
two-way streets
To slow the travel speeds on
roadways in downtown
Consider converting one-way streets to two-
way streets in downtown, such as Higuera
Street and Marsh Street
Long-term -DCP Goal
Monitor the parklet program
implementation as compared
to its goals
The City recently went through
a robust process to update its
parklet permit program.
The Parking Division would support the
Transportation Division in collecting feedback
from adjacent businesses regarding the
parklet program.
Ongoing -ATP Policy
3.3a
1. PROMOTE MODE SHIFT BY MAKING OTHER MODES MORE ATTRACTIVE THAN DRIVING
ALONE: REDUCE BARRIERS TO ACTIVE TRANSPORTATION
Page 687 of 695
WALKER CONSULTANTS 18
Strategy Rationale Overview Timing
City Policies
Strategy
Promotes
Offer commute
planning assistance
for downtown
businesses
To help employees understand their
transportation options and assist with
commute planning. (e.g. Ann Arbor)
Provide commuter resources and services to
provide commuter information to downtown
employees and help employees plan their
commute.
Short-term -ATP Policy 6.2
Implement a
sustainable
transportation
campaign
Promoting transportation alternatives helps
increase awareness of the options. Public
campaigns and posting materials in the
public realm can reach a wider audience
than relying primarily on web pages to relay
information.
Implement a campaign challenging car
dependence with active transportation
posters, brochures, and other messaging.
Short-term -ATP Policy 4.8
and 6.2
Provide
transportation
information to
residents
People may be more receptive to new
information and more willing to adopt new
habits in a “changed decision” context such
as after a relocation.
Provide transportation information annually
to residents (via mail), such as through a post
card.
Short-term -ATP Policy 6.2
Provide bicycle
education
workshops
Education on bicycling, including bicycling
safety helps encourage people to try
bicycling.
Hold annual or bi-annual workshops in
Downtown SLO to provide education on
bicycle safety and information on SLO’s
bicycle facilities.
Short-term -ATP Policy 6.2
1. PROMOTE MODE SHIFT BY MAKING OTHER MODES MORE ATTRACTIVE THAN DRIVING
ALONE: INCREASE AWARENESS OF TRAVEL OPTIONS
Page 688 of 695
WALKER CONSULTANTS 19
Strategy Rationale Overview Timing
City Policies
Strategy
Promotes
Monitor
effectiveness of
new parking rates
It is important to assess the impacts
of new parking rate increase on
parking usage in Downtown SLO.
The City is increasing daily parking rates in
Downtown SLO. Monitor the effectiveness of the
new rates, including their impacts on parking
occupancy and turnover.
Ongoing
-General Plan
Circulation
Element Policy
13.2.2
Tier-based pricing
Promotes increased parking turnover
in downtown on-street parking
spaces (e.g. Sacramento).
If demand exceeds supply after the parking rate
increases, consider increasing the parking rate
incrementally based on the length of time parked
(e.g. the rate to park the first hour is lower than the
rate to parking the second hour, which is lower than
the rate to park the third hour).
Long-term
-General Plan
Circulation
Element Policy
13.1.1.
2. USE PARKING SPACES EFFICIENTLY, PROMOTE FISCAL RESPONSIBILITY, ENSURE
AVAILABILITY, AND IMPROVE THE CUSTOMER EXPERIENCE: USE PARKING PRICING TO
INFLUENCE DEMAND/DISTRIBUTION
Page 689 of 695
WALKER CONSULTANTS 20
Strategy Rationale Overview Timing
City Policies
Strategy
Promotes
Demand-based
pricing
Ensures parking availability and
increased parking turnover in highly
utilized downtown parking spaces
(e.g. Boulder). Reduces traffic
congestion and GHG resulting from
cruising for parking.
If demand exceeds supply after the parking rate
increases, consider aadjusting parking rates based on
periodic parking occupancy observations. Increase
rates on blocks with occupancy above 85% and
decrease rates on blocks with occupancy below 50%.
Long-
term
-General Plan
Circulation
Element Policy
13.1.1.
Paid parking area
expansion plan
Setting clear standards for
implementing paid parking makes
the future processes more
predictable.
Develop occupancy thresholds for the implementation
of future paid parking areas (e.g. 75%). Monitor areas
with perceived parking difficulties and implement paid
parking on blocks.
Short-
term
-General Plan
Circulation
Element Policy
13.2.2
2. USE PARKING SPACES EFFICIENTLY, PROMOTE FISCAL RESPONSIBILITY, ENSURE
AVAILABILITY, AND IMPROVE THE CUSTOMER EXPERIENCE: USE PARKING PRICING TO
INFLUENCE DEMAND/DISTRIBUTION
Page 690 of 695
WALKER CONSULTANTS 21
Strategy Rationale Overview Timing
City
Policies
Strategy
Promotes
Initiate a
community
wayfinding and
signage plan
Having effective wayfinding and signage
helps direct drivers to available parking to
reduce cruising for parking downtown,
reducing GHG emissions. Signage navigating
to downtown businesses promotes
economic development.
Initiate a comprehensive community wayfinding
and signage plan for Downtown SLO. The plan
should include wayfinding to parking facilities,
bike/pedestrian facilities, and downtown
businesses. The plan should include spaces
availability displays at off-street parking facilities.
Short-term
-ATP Policy
3.6
-DCP Goal
4.3 and 5.2
Update the City
website to
highlight
transportation
options
The current website prioritizes Parking
Services, with Transportation as a minor
subset of information. This change would
highlight overall transportation choices and
methods, with Driving/Parking as just one
option.
Restructure the City website to highlight the
range of available and promoted transportation
options. This would align with an option the City
is considering to restructure City departments for
more collaboration between Active
Transportation, Transit, and Parking
Short-term
2. USE PARKING SPACES EFFICIENTLY, PROMOTE FISCAL RESPONSIBILITY, ENSURE AVAILABILITY, AND
IMPROVE THE CUSTOMER EXPERIENCE: USE TECHNOLOGY AND WAYFINDING TO IMPROVE THE
PARKING EXPERIENCE
Page 691 of 695
WALKER CONSULTANTS 22
Strategy Rationale Overview Timing
City
Policies
Strategy
Promotes
Simplify signage
at smart parking
meters
Stakeholders and community members
provided feedback that the signage at smart
parking meters can be confusing. Displaying
four cell phone app options can be
confusing for motorists.
Reduce the number of parking apps displayed on
the signage. Review mobile app usage data and
eliminate the apps that are rarely used.
Short-term
Transition to
virtual parking
permits
The City already has license plate
recognition (LPR) technology. Virtual
permits decreases the time spend on
enforcement.
Transition to virtual permits (license plate is the
permit) for all parking permits (downtown and
PPP).
Short-term
2. USE PARKING SPACES EFFICIENTLY, PROMOTE FISCAL RESPONSIBILITY, ENSURE AVAILABILITY, AND
IMPROVE THE CUSTOMER EXPERIENCE: USE TECHNOLOGY AND WAYFINDING TO IMPROVE THE
PARKING EXPERIENCE
Page 692 of 695
WALKER CONSULTANTS 23
Strategy Rationale Overview Timing City Policies
Strategies Promote
Evaluate parking
occupancy prior to
implementing new
districts
At times there can be a perception that
permit district areas have a parking problem,
when in reality the high utilization is
concentrated on one or two blockfaces.
Set a minimum occupancy
threshold in which to establish
new parking permit districts (e.g.
at least 60-70%)
Short-term
-General Plan
Circulation Element
Policy 14.1.3 and
14.2.1
Offer commuter
permits based on
block-by-block
availability
To use public space more efficiently and
equitably, considering the needs of those who
want to drive and park, without investing
additional resources in expanding the existing
public parking supply.
In permit districts with blocks with
low utilization and excess capacity,
offer commuter permits limited to
a certain block, chosen by
applicants based on availability.
Long-term
2. USE PARKING SPACES EFFICIENTLY, PROMOTE FISCAL RESPONSIBILITY, ENSURE AVAILABILITY,
AND IMPROVE THE CUSTOMER EXPERIENCE: USE PARKING PERMIT DISTRICTS TO MAXIMIZE
PARKING CAPACITY
Page 693 of 695
WALKER CONSULTANTS 24
Strategy Rationale Overview Timing
City Policies
Strategy
Promotes
Reduce the number
of 10-hour parking
meter spaces
Increases turnover of parking spaces and usage of the
parking garages, consistent with the goals of the
Downtown Concept Plan to encourage vehicles to park
in structures first. Peak weekday July parking demand
(non-Farmer’s market) had 422 spaces available in the
parking structures.
Convert some of the 467 10-
hour spaces to short-term
parking spaces. Ensure 10-hour
spaces are not eliminated
quicker than the 10-hour
permits.
Short-
term
-General Plan
Circulation
Element Policy
13.1.1
Prioritize curb
space based on
citywide goals
The APMP update is a blueprint to prioritize curb
space to meet the City’s mode share and emissions
reductions goals. For the long-term monitor
effectiveness and make appropriate changes.
Monitor mode share and
emission reduction changes.Long-
term
-General Plan
Circulation
Element Policy
13.1.1
Explore curb access
fees for commercial
delivery and ride
apps
The need for commercial delivery spaces and
dedicated passenger loading zones will continue to
grow and require eliminating paid parking spaces. As
more people are incentivized to travel by means other
than parking, the City will need to diversify its parking
revenues to ensure fiscal sustainability
In the short-term explore the
policy and technology changes
necessary. Implement
commercial loading/unloading
and ride app fees over the long-
term and explore those fees
and structures
Short
and
long-
term
-General Plan
Circulation
Element Policy
13.1.1
2. USE PARKING SPACES EFFICIENTLY, PROMOTE FISCAL RESPONSIBILITY, ENSURE AVAILABILITY, AND
IMPROVE THE CUSTOMER EXPERIENCE: OTHER RECOMMENDATIONS
Page 694 of 695
WALKER CONSULTANTS 25
Strategy Rationale Overview Short-Term/
Long-Term
City Policies
Strategy
Promotes
Evaluate the
current parking in
lieu fee program
The City’s current parking in lieu fee
program allows developers to pay a fee
in lieu of providing the required number
of parking spaces on-site. The fee is
currently a one-time fee, which has
limitations in terms of funding ongoing
programs.
Conduct an evaluation of the current
parking in lieu fee program, including
usage, rates and overall success. Consider
allowing the parking in lieu fee to be used
to promote active transportation
programs and switching the fee structure
from a one-time fee to an ongoing fee.
Consider implementing new in lieu fee
districts over time, as recommended in
the Downtown Concept Plan.
Short-term DCP Goal 3.6
Expand off-street
EV charging for
vehicles and e-
bikes
As the electric vehicle adoption rate and
e-bike usages increases, especially in
California, the need for chargers is
increasing.
Evaluate opportunities to expand EV
charging infrastructure in off-street
parking facilities for e-bikes and electric
vehicles throughout downtown
Medium-term ATP Policy 3.2.a
2. USE PARKING SPACES EFFICIENTLY, PROMOTE FISCAL RESPONSIBILITY, ENSURE
AVAILABILITY, AND IMPROVE THE CUSTOMER EXPERIENCE: OTHER RECOMMENDATIONS
Page 695 of 695
Access and Parking Management Plan Update
Planning Commission
December 14, 2022
Recommendation
Review the draft goals,policies,and strategies as they
relate to the General Plan’s Circulation Element,the
Downtown Concept Plan,and the Climate Action Plan
for the Access and Parking Management Plan.
2
What is an Access and Parking
Management Plan?
A framework for
providing effective
parking management
approaches to meet
overall City goals and
objectives
Aligns parking program
policies with other City
guiding documents
Identifies near-term and
long-term strategies for
the development of a
holistically-managed
public parking system
Improve the access and
parking experience for
residents, employees,
businesses, and visitors
of the downtown area
Actions items in the Plan
are carried out within
budget constraints and
are consistent with the
Financial Plan goals and
policies
3
Previous Updates to the Access and
Parking Management Plan
2002 Update
•The Plan was amended to include a variety of parking demand
management strategies and programs such as:
•Bus pass subsidies for downtown employees
•Improve bicycle access to the downtown
•Reduce free parking in structures from 90 minutes to 60 minutes
•Increase 2-hour parking and limit long-term parking in the commercial core
2011 Update (Minor)
•The Plan was amended to include parking management goals in
support of downtown residential parking.
4
Relationship to Other City Documents
Access &
Parking
Management
Plan Update
Downtown
Concept Plan
Active
Transportation
Plan
Climate Action
Plan
Circulation
Element
Short Range
Transit Plan
5
Outreach and Community Input -Completed
Stake-
holder
Input
Walker met with reps from Downtown SLO, Cal Poly, Resident Groups, and with City
Staff to discuss existing conditions and future visions for access and parking in the City.
Virtual
Town
Hall
Walker and City Staff held a virtual town hall meeting on 9/21/22 to engage directly with
community members regarding perceptions and attitudes toward access and parking
needs
Online
Survey
The survey collected feedback from almost 300 individuals on topics ranging from travel
patterns to long-term sustainability goals as well as concerns about recent changes in
downtown access.
ATC
Meeting
Staff presented key areas as they relate to specific action items outlined in the Active
Transportation Plan and gathered feedback from the Committee.
Council
Input
Presented existing conditions, outreach efforts, initial findings, and draft strategies for
review and input.
6
The City has
also posted 11
times on
Instagram and
11 times on
Facebook
about the Plan
update since
outreach
began in
August
Outreach and Community Input -Upcoming 7
PC
Meeting
Receive comments and feedback from the Planning Commission on the
plan’s relationship to other guiding documents
Online
Poll
Open an online ‘quick poll’ will be posted to Open City Hall to gather
additional feedback from community members based on the results of the
online survey.
Stake-
holder
Input
Meet with reps from HASLO, PFSHHC, RACE Matters, and other groups to
discuss draft goals, policies, and strategies.
Draft
Plan
Review
Make draft plan available to the public for review and comment
Existing Conditions Study 8
Peak: Thursday 7:00 pm on July 21, 2022
Typical: Saturday 7:00 pm on Sept. 24, 2022
Existing Conditions Study 9
Key findings from the parking supply and demand data collection and analysis
1.Parking demand followed very similar patterns in July and September,with slightly
lower utilization observed during the September data collection.
2.The parking utilization rate in the downtown core was always below the 85%
recommended threshold.Even at the peak demand hour,during the Thursday
Farmer’s Market,downtown parking utilization did not exceed this threshold.
3.Outside of the Farmer’s Market,the overall peak utilization rate ranged from 54%
to 63%.
4.Time restrictions have successfully resulted in greater availability of high-demand
spaces,relative to long-term and unrestricted spaces.
5.Average utilization in the permit districts ranged from 25%in July to 53%in
September while permit compliance rate averaged 81%during both data collection
periods.
Case Study Cities 10
Case Study Programs and Initiatives 11
Employee Parking
Demand Reduction
•Free or discounted
regional and local
transit passes
•Parking cash-outs
•Discount carpool permits
Parking Permit Programs
•Daily permits for non-
residents
•Parking for car-share
members
•Permit revenue supports
multimodal objectives
Pricing Strategies
•Occupancy-based
pricing adjustments
•Parking expansion
based on mode-share
goals
•Tier-based pricing
Multimodal Mobility
Measures
•Free secure bike parking
•EcoPasses
•Parking-protected bike
lanes
•People-friendly streets
Financial Support for TDM
Initiatives
•Parking permit
surcharges
•Funding for transit
passes and
supplemental services
Outreach and
Communication
•New Movers program
•Real-time displays
•Multimodal program
messaging
Draft Goals and Policies 12
Goal 1:Promote mode shift and emissions reductions by making biking,walking,and
transit more attractive than driving alone while fostering an economically and culturally
vibrant downtown.
Policies for Goal 1:
•Reduce subsidies for parking
•Create investments and programs for active transportation and transit
•Reduce barriers to active transportation
•Increase awareness of the appeal of sustainable travel options
Goal 2:Support Parking Services success by using parking spaces efficiently,
promoting fiscal responsibility,ensuring availability,and improving the customer
experience.
Policies for Goal 2:
•Use parking pricing to influence demand and distribution
•Use technology and wayfinding to improve the parking experience
•Use parking permit districts to maximize parking capacity
•Other recommendations
13
Draft Strategy Rationale Overview Relevant City Policy(ies)
Allow for an additional
reduction in parking
requirements with provision
of bicycle parking
Greater reductions in parking
requirements reduces barriers
to developing housing
downtown and promotes
alternative modes of
transportation.
Increase the reduction in
vehicle parking spaces with
provision of bicycle parking
(beyond the code requirement).
Circulation Element’s Mode
Shift Goal of increasing bicycle
use to 20%
Widen sidewalks / implement
constructed curb extensions
Wider sidewalks provide a
more inviting pedestrian
experience to encourage
walking.
Consider widening the sidewalk
/ constructing curb extensions
near parking facilities,
potentially removing a travel
lane or on-street parking.
Downtown Concept Plan Goal
2.3 –Provide opportunities for
a variety of new public spaces
and recreation downtown,
including…wide sidewalks for
seating
Closer some street for
pedestrian-only use
Promotes more people-friendly
spaces.
Consider closing some streets
such as Garden St, Higuera St.
and Monterey St.
Downtown Concept Plan Goal
4.1 –Downtown streets for
pedestrians first, followed by
bicyclists.
Convert 1-way streets to 2-
way streets
Slows travel speeds on
downtown roadways.
Consider converting streets
such as Higuera St. and Marsh
St.
Multiple Downtown Concept
Plan Goals
Implement a bike share
program
Partner with a third-party to
operate a bike share program
in Downtown San Luis Obispo.
Provides access to a bicycle for
residents, employees, and
visitors to travel around San
Luis Obispo.
Circulation Element’s Mode
Shift Goal
Climate Action Plan Policy 2.2A
Active Transportation Plan
Policy 3.7
Next Steps in the Plan Update Process 14
Quick Poll
Public are Welcome
Recommendation
Review the draft goals,policies,and strategies as they
relate to the General Plan’s Circulation Element,the
Downtown Concept Plan,and the Climate Action Plan
for the Access and Parking Management Plan.
15