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A Parking Utilization Survey of Transit-Oriented Development Residential Properties in Santa Clara County

SJSU/VTA Collaborative Research Project

San José State UniversityDepartment of Urban & Regional PlanningOne Washington Square San José, CA 95192-0185

Santa Clara Valley Transportation Authority Transportation Planning & Congestion Management

3331 N. First Street, Building B-2San José, CA, 95134-1927

Volume II: Technical AppendicesDecember 2010

December 20, 2010 Mr. Chris Augenstein, AICP Deputy Director, Planning Santa Clara Valley Transportation Authority 3331 North First Street, Bldg. B San José, CA 95134 RE: SJSU/VTA Collaborative Research Project – A Parking Utilization

Survey of Transit-Oriented Development Residential Properties in Santa Clara County

Dear Mr. Augenstein: With much pleasure, I would like to transmit to your office the final Technical Appendices (Volume II) for the above referenced project, which has been prepared by the graduate students of URBP 256: Transportation Planning – Local Issues (Spring 2010), under the leadership of Mr. Eduardo C. Serafin, PE, AICP. This volume includes the appendices to the main report, which details the findings of the parking utilization surveys of transit-oriented development (TOD) residential properties in Santa Clara County and provides empirical evidence that these types of development are “over-parked.” We would like to express our gratitude to the Santa Clara Valley Transportation Authority—particularly Mr. Robert W. Swierk, AICP and Ms. Ying C. Smith, AICP—for collaboratively working with our graduate students on this project, giving them the opportunity to gain real-world experience that could help shape future land development in the South Bay. We believe this report will be useful in your efforts in informing local decision-makers regarding the benefits of reducing local parking requirements for TOD residential properties in Santa Clara County. We would also like to thank you very much for acknowledging our students’ contribution with individual commendations letters. We consider this collaborative research project between SJSU and VTA an unqualified success for all parties involved. Sincerely,

Dayana Salazar Professor and Chair Department of Urban and Regional Planning

SJSU/VTA Collaborative Research ProjectA Parking Utilization Survey of Transit-Oriented Development Residential Properties In Santa Clara County VOLUME II: TECHNICAL APPENDICES December2010San José State University (SJSU) DepartmentofUrbanandRegionalPlanning(DURP)URBP256:TransportationPlanning–LocalIssues(Spring2010)OneWashingtonSquareSanJosé,CA95192‐0185MainOffice:WSQ216APhone:408.924.5882Email:[email protected]/urbanplanningSanta Clara Valley Transportation Authority (VTA) TransportationPlanning&CongestionManagement3331N.FirstStreet,BuildingB‐2SanJosé,CA,95134‐1927Phone:408.321.2300www.vta.org/projects/studies.htmlPRINCIPAL INVESTIGATORS

EduardoC.Serafin,PE,AICPAdjunctLecturer,SJSUDURPRobertW.Swierk,AICPSeniorTransportationPlanner,VTAYingC.Smith,AICPTransportationPlanningManager,VTAGraduate Research Assistant

JustinM.Meek,MURPUrbanandTransportationPlanner,SJSUDURP


A Parking Utilization Survey of TOD Residential Properties in Santa Clara County • Technical Appendices i

GRADUATE STUDENT RESEARCH TEAM

Survey Logistics and Implementation Team

TeamLeader: RossNakasoneAikoCuencoNileF.EckhoffKevinO.GnustiVionaE.HioeYuNagaiGeorgeD.SchroederNicholasJ.Votaw

Mapping and Data Analysis Team

TeamLeader: JustinM.MeekSomaChatterjeeMinghuaCuiChristopherL.HacklerCandaceO.LouieAmeliaL.NaranjoMarkSolomon

Technical Report Preparation Team

TeamLeader: SueEllenK.AtkinsonKennethR.FlackVinayS.MurthyAdamL.SmithLaraL.Tran

Thefollowingstudentsparticipatedintheearlyphaseofthisproject:

CatharineA.DeLucaPaulN.HierlingRyanC.Niblock


ii A Parking Utilization Survey of TOD Residential Properties in Santa Clara County • Technical Appendices

Table of Contents Overview 1

AppendixA CurrentandBestPracticesinEstimatingParkingDemandforTODResidentialPropertiesintheU.S. 3

AppendixB LocalParkingRequirementsforTODResidentialPropertiesinSantaClara County 17

AppendixC MethodologyforParkingDemandUserSurveyforTODResidentialProperties 27

AppendixD MasterTODList 35

AppendixE TODPreliminaryContactChecklist 39

AppendixF TODPropertyChecklist 43

AppendixG PermissiontoConductaParkingSupplyandUtilizationSurvey 45

AppendixH Pre‐SurveyOn‐SiteReconnaissanceChecklist 47

AppendixI PeakParkingUtilizationFieldSurveyInstructions 51

AppendixJ VTAOn‐SiteParkingSurveyForm 55

References 57


A Parking Utilization Survey of TOD Residential Properties in Santa Clara County • Technical Appendices iii

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1 A Parking Utilization Survey of TOD Residential Properties in Santa Clara County • Technical Appendices

Overview

VolumeIIisthecompilationofthetechnicalappendicestothetechnicalreportforAParking

UtilizationSurveyofTransitOrientedDevelopmentResidentialPropertiesinSantaClaraCounty.

Thetechnicalreportistheoutcomeofacollaborativeresearcheffortbetweenatransportation

agency,theSantaClaraValleyTransportationAuthority(VTA),andagraduatestudentresearch

teamatSanJoséStateUniversity’s(SJSU)DepartmentofUrbanandRegionalPlanning(DURP).The

focusofthisresearchprojectisonparkingutilizationattransit‐orienteddevelopment(TOD)

residentialprojectsinthesouthernportionoftheSanFranciscoBayArea.Theintentofthis

researchistodetermineactualparkingutilizationforresidentsof12housingdevelopmentsnear

VTAlightrailandCaltrainstations,andtocompareusagetoparkingsupplyandlocalrequirements

attheselocations.Theprojecthasyieldedinformationusefultoplanningpractitionersand

academiaalike.ThestudyfollowsrecentresearchwithintheBayAreathatdemonstratesmany

TODresidentialpropertiesmaybe“over‐parked”(Cervero2009).Locally,thestudyprovides

evidencetoVTAtohelpinformdecision‐makersandthepublicthatlessparkingcanandoughtto

berequiredforcertainkindsofdevelopmentprojects.WhilethisstudyfocusesonSantaClara

County,itisexpectedtoproviderelevantinformationforsimilardevelopmentprojectsthroughout

theUnitedStatesthatarepromotingTODresidentialprojectsinthefaceofincreasinglyscareland

resources.

IncludedinVolumeIIisasummaryofthecurrentandpestpracticesforestimatingparkingdemand

(AppendixA).Alsoincludedinthisvolumeisadiscussionofcurrentparkingrequirementswithin

ninemunicipalitiesinSantaClaraCounty(AppendixB)andaworkplanfordeterminingparking

demandininstanceswhereparkingutilizationmaybedeemedveryhigh(AppendixC).

Supplementalmaterialsthatwentwiththepreparationforandimplementationoftheon‐the‐

groundparkingsurvey,suchastheinitialmasterlistofprioritysurveyareasandtheparking

surveyinstrument,areprovidedinAppendicesDthroughJ.


A Parking Utilization Survey of TOD Residential Properties in Santa Clara County • Technical Appendices 2




Appendix A. Current and Best Practices in Estimating Parking

Demand for TOD Residential Properties in the U.S.

AppendixAidentifiesandexplorescurrentandbestpracticesandmethodologiesforestimating

parkingdemand.SourcesincludetheInstituteofTrafficEngineers(ITE),AmericanPlanning

Association(APA),UrbanLandInstitute(ULI),andEnoFoundation.Theintentistoidentifythe

researchtechniquesandmethodologiessuccessfullyusedinpreviousstudies.Bestpracticesfrom

relevantresearchstudiesareexaminedandsummarized.Inaddition,knownparkingdemandrates

fromvariouspartsoftheUnitedStatesareincludedinthisappendixtohelpillustratetherangeof

parkingdemandratesforTODresidentialprojects.

A.1 ITE PARKING GENERATION

TheITEhasparkingdemandguidelinesfor91differentlandusesbasedonsurveysconductedin

severalsuburbanareas.Giventhatthesurveysweresolelyconductedinsuburbanareas,ITE

warnsuserstobecarefulwhenusingtheirresultsinmoreurbansettings,becausethefindingsmay

notbeuniversallyapplicable.TheITEParkingGenerationmanualismeanttobeaguideline,and

shouldnotbeconstruedasastandard(ITE2003).

CriticsofthemanualhavecitedseveralconcernsrelatingtotheITEParkingGenerationguidelines

(ITE2004):

• Thedatawascollectedinthe1980s,soitmaynotbeapplicableforpresent‐dayuse.

• Thedataisverylimited,andinsomecasesthereareonly3‐4studiesforaparticularland

use.

• Datawascollectedonlyinsuburbanareas,whereparkingisfreeandunlimited.

Additionally,ITEdoesn’tincludespecificparkinggenerationdataformixed‐usedevelopments.ITE

suggeststhatresearchersrefertoULIguidelinesformixed‐useddevelopmentparkinggeneration

rates(ITE2003,B6).ThelatesteditionoftheITEParkingGenerationmanual(releasedinJuly

2010)may,oratleaststartto,addresstheaboveconcerns.



A.1.1 Current Methodology for Estimating Parking Demand

Toestimateparkingdemandcorrectly,researchanddatacollectionneedstobeproperlyconducted

(ITE2006,C3).ITErecommendsfollowingthesefourdata‐collectionstepstodetermineparking

demand:

1. Selectsite.Siteselectionisoneofthemostcrucialstepsindeterminingparkingdemand;

otherwise,itmightleadtoaninaccurateconclusion.ITEsuggeststhattheresearchercount

thetotalparkingdemandperlanduse,includingallcustomer,visitor,on‐oroff‐street,

residential,andemployeeparkingforthatspecificlanduse.

2. Determineanindependentvariable.Theindependentvariableshouldbeaphysically

measurablecharacteristicofthesurveysite,suchaspropertysize(inacres),numberof

employees,numberofresidents,etc.

3. Collectbackgrounddata.Thereareanumberoffactorsthatcaninfluenceparking

demand,suchasoccupancy,transitavailability,andareatype.

4. Conductparkingdemandobservation.Theobjectiveofthisstepistocountthenumber

ofparkedcarsinpeakhoursandalsooff‐peakhours.

A.1.2 Estimating Parking Demand for TOD Properties

TheITEParkingGenerationmanualreliesmainlyonsurveysconductedintypicalsuburbanareas

anddoesnotincludeland‐usecategoriesforTOD‐relatedproperties.ITEisopentotheinclusionof

additionalparkingdatacollectedfornewanddifferentlanduses.TheresearchcollectedbyITE

andthemethodologypresentedinthemanualprovideastandardwayforresearchers,planners,

anddesignerstoestimateparkinggenerationdemandfordifferentlandusesnotcurrentlyincluded

inthemanual.

A.2 APA FLEXIBLE PARKING REQUIREMENTS

ThebestpracticeforreviewingparkingstandardsaccordingtotheAPAFlexibleParking

Requirementsmanualisasimplebutcomprehensivesix‐stepprocessthatfocusesoncontinual

reviewofcurrentpolicy(Smith1983,22‐24).Thesixstepsaresummarizedbelow:

1. DetermineGenericBuildingCharacteristics.Forresidentialdevelopment,thisincludes

measuringvehicleownershipofresidentsandthetypeofdevelopment.Itincludes



evaluatingowner‐occupiedvs.rentalproperties,singlefamilyvs.multi‐family,market

segmentservedbythedevelopment,sizeoftheunits,andifparkingisbundledor

unbundled.

2. ReviewParkingStandardsElsewhere.Goodpracticeincludesexaminingparking

requirementsinotherlocalitiesthatarereasonablysimilartothetargetarea.Thiscan

includeformalliteratureonthesubjectaswellasexistingcodesfromotherareas.

3. SurveyParkingDemandandProblemsatExistingDevelopments.Measuringdemand

withon‐the‐groundsurveysatexistingdevelopmentsallowsonetonotehowexisting

policiesover‐orunderestimatetheamountofparkingthatisactuallynecessaryfora

development.

4. EstablishParkingPolicy.Usingobservationsfromexistingdevelopmentsandknowledge

ofotherjurisdictions'parkingrequirements,minimumparkingrequirementscanbesetfor

anygivendevelopment.

5. DetermineZoningRequirements.Onceparkingrequirementsforgiventypesof

developmentshavebeenset,theycanbetranslatedintoregulationsinthezoningcode.

6. MonitorParkingStandards.Onceenacted,therecommendedpracticeismonitoring

parkingconditionsatregularintervalsinordertounderstandhowwellthenewcodes

work,andifanyrefinementsarenecessary.

A.3 URBAN LAND INSTITUTE SHARED PARKING

TheULIshared‐parkingmethodologyprovidesasystematicwaytoapplyappropriateadjustments

toparkingratiosforeachlanduseinamixed‐usedevelopmentordistrict.Ratherthanrelyingon

pre‐determinedparkingratiostodeterminethenumberofparkingspacesneeded,theULIShared

Parkingmanualusesadjustmentsbasedonseveralothercriteriatominimizeparkingwhenshared

betweendifferentuses(Smith2005).Itisbasedontheprinciplethatdifferentlanduseshave

complementaryparkingpatternsandneeds.Assuch,overallparkingmaybereducedwhenthe

needforitisshared.



A.3.1 Current Methodology

Themanualusesanine‐stepmethodologythatisfairlycomplexanddataintensive.The

methodologyestablishesabaseparkingratioandthenusesadjustmentstoreducetheparkingratio

tomeetprojectedorestimateddemandfromthemultiplelandusesthatwillshareparkingspaces.

1. GatherandReviewProjectData.SincetheULIsharedparkinganalysisisintendedfora

combinationoflanduses,eitheratasingleprojectsiteorparkingdistrictthatshares

parkingfacilities,itisnotusedtodeterminetheparkingneedsforasingleuse.Needed

informationincludesthetypeandsizeofeachindividuallanduse.Forexample,aproject

labeledas“retail”mayincludeentertainment,restaurants,cinemas,etcetera,andmustbe

categorizedassuch.Itisimportanttonotoversimplifylandusesbecausethesedifferent

usesrequiredifferentparkingneeds.

o Reviewlocalzoningpracticestodetermineacceptedpracticeswherelocalzoning

policiesdonotincludesharedparkingandmayrequireavariancetoreduceparking

requirements.Localpolicymakersmaybeunfamiliarwiththepractice,andthey

mayneedadditionalinformationaboutthismethodology.

o Surveyexistingconditions,localusers,andfacilitiesasappropriate.Itmaybe

necessarytocollectdatalocally,includingcomparingdatatosimilarexisting

developments,inordertosupporttheanalysis.

o Researchthemodalsplitandtransportationdemandmanagementpracticesinthe

project’senvironsthatwillaffectpeakaccumulationofparkedvehicles(e.g.,what

aretheavailablepublictransportationoptions,parkingpricing,ridesharing

programs?).

o Discussparkingmanagementstrategieswithallstakeholderstoensurethatshared

parkingcanoccurinthestudyphase.Relationshipsamonglanduses,bothphysical

andfunctional,willaffectthesuccessofsharedparking(Smith2005,20‐22).

2. SelectParkingRatios.TheSharedParkingmethodologyusesthe“cornfielddevelopment”

todeterminethebaseparkingratio.Thisisthenumberofspacesthatwouldbeneededif

thelandusewerelocatedbyitselfinanareawithnotransitandweakpedestrian

connections.Theratiosrepresent“thepeakaccumulationofvehiclesatthepeakhourona



designdayforthatlanduse”(Smith2005,22).ULIusesthe85thpercentiletodetermine

parkingratios,whicharefurtherdividedintoweekdayandweekend.Recommended

parkingratiosarealsobrokendownintovisitor/customerandemployee/resident.An

additionalcategoryforreservedparkingisneededsincereservedspacesgenerallycannot

beshared(Smith2005,22‐24).

3. SelectFactorsandAnalyzeDifferencesinActivityPatterns.Parkingneedsoflanduses

varybytimeofyear,dayofweek,andhourofday.Parkingneedsofdifferentusesdonot

peakallatthesametime.Time‐of‐dayandseasonalityvariablesareanalyzedfirst.ULI

providesdefaulttime‐of‐dayadjustmentandseparatedparkingratiosforweekendand

weekdayconditions.

o MonthlyActivityPatterns:Peakparkingneedsdifferfromusetouse.Forexample,

retailmaypeakduringtheholidayshoppingseason,whileconventionsand

seminarsarelesslikelytobescheduledbetweenThanksgivingandNewYear’sDay.

ThisstudybreaksthemonthofDecemberintotwoperiodstobetterpredictparking

patternsassociatedwiththeholidays.

o Time‐of‐DayPatterns:Activitygenerallydoesnotvaryasgreatlymonthlypatterns,

butsometimesadjustmentsmustbemadeforunusualsituations(Smith2005,24‐

25).

4. DevelopScenariosforCriticalParkingNeedPeriods.Severalscenariosshouldbe

developedtoidentifythepeak‐hourperiod.Examplesofwhenparkingistypicallyis

neededmostinclude(Smith2005,25):

o WeekendeveninginJuly

o WeekendafternoonandeveninginDecemberbeforeChristmas

o WeekendafternoonandeveninginlateDecember

5. AdjustRatiosforModalSplitandPersonsperCar.Baseparkingratiosreflectsuburban

conditionswithnotransitorridesharing.Therefore,adjustmentsmustbemadetoreflecta

reductioninautouseduetotransituse,ridesharing,drop‐offs,walk‐ins,etcetera.

Minisculeadjustmentsshouldbeavoided;adjustmentsareintendedforsignificantchanges



inthemodalsplit.Twoadjustmentscanbemade:modalsplitandpersonspercar.

Adjustmentsdependonavailabledataandmayrequireprofessionaljudgmentor

assumptions.

6. ApplyNoncaptiveAdjustments.Areductioninparkingmaybeneededduetopatronage

ofmultiplelanduses.The“captivemarket”ispeoplewhowillusemultiplelanduseswhile

onlyrequiringparkingforonelanduse.Forexample,anofficeworkerwhowalkstoa

restaurantatlunchtimeanddoesnotrequireadditionalparkingwouldbeconsideredinthe

captivemarket.Determiningthenon‐captiveadjustmentrequiresthegreatestprofessional

judgment(Smith2005,29).

7. CalculateRequiredParkingSpacesforEachScenario.Totaltheparkingneedsforeach

landusetoestimatetheoverallsharedparkingneedforeachscenario.

8. DeterminewhetherScenariosReflectAllCriticalParkingNeeds.Itisadvisabletocheck

otherhoursofthedaywithpeakaccumulationtobesurethatparkingneedsarenot

overlooked.Ifseveralscenariosareclose,morehoursonseveraldaysshouldbetested.

9. RecommendaParkingPlan.Developacomprehensiveparkingplanthatassuresthat

successofsharedparking(Smith2005,32).

A.4 ENO FOUNDATION

TheEnoFoundationforTransportationproducedareferenceentitledParking(Weant1990),which

hasbecomeanimportantreferenceonthesubject.TheEnoFoundationmethodologysuggeststhat

peakparkingrepresents85percentofthedemandvalues.Onaverage,then,parkingdemand

exceedsparkingsupplyonly15percentofthetime.Thismethodologymayactasaguideforthe

besttimeframestousewhensurveyingparkingdemandsatTODresidentialproperties.

Thegeneralapproachtoestimatingparkingspacedemandforanygivenactivitybeginsby

determiningthepopulationorperson‐accumulationforsaidactivity.Thisfindingisthenconverted

intotheaccumulationofparkedvehiclesbyconsideringmodesplitandvehicleoccupancyfor

varioususergroupswithdifferingparkingcharacteristics(e.g.,employee,visitor,student,etc.).

Specificstepsintheoverallprocessincludethefollowing:

1. Estimateperson‐destinationsforthegeneratorforcriticaltimeperiods(usuallywhenpeak‐

parkingaccumulationnormallyoccurs)



2. Convertperson‐destinationsintoestimatesofpeak‐personaccumulation

3. Estimatenumberofdriversforeachuserpopulationgroupthatwillrequireparkingforthe

givenactivity

4. Formulti‐usedevelopment,estimatethepeak‐parkingdemandsforeachactivitybyadding

theparkinggeneratedbydifferentactivitiesoccurringduringthesametime

A.5 METHODOLOGIES IN ADVANCED RESEARCH

Havingcollectedthebestpracticesinestimatingparkingdemandandmeasuringparkingutilization

fromthefouraforementionedstandardreferences,thenextstepistoconsidernew,relevant

researchstudiesonthesubject.TheResearchTeam’sliteraturereviewfoundpertinent

informationinstudiesconductedbyRobertCervero,JohnBoroski,HollieLund,andKatz,Okitsu&

Associates,amongothers.Themethodologiesusedineachstudytoestimateparkingutilization

and/ordemandaredescribedbelow.ThemethodologiesfromthesestudiesfocusingonTOD

parkingwerecombinedwithbestpracticesfromstandardreferencemanualsbytheResearchTeam

todevelopthebestapproachforconductingoursurveyofparkingutilizationofTODresidential

propertiesinSantaClaraCounty.

A.5.1 Methodology from Robert Cervero

RobertCerveroandhisresearchteamcomparedparkinggenerationratesforthirty‐onehousing

complexesneartransitstationsintheSanFranciscoBayAreaandPortland,Oregon(Cervero2009).

Theratesatthecomplexes(15projectsinOregonand16projectsintheBayArea)werecompared

tothetotalnumberofparkingstallsand2003ITEparkinggenerationratesfor“Low/Mid‐Rise

Apartments”.Allprojectsselectedwerewithintwo‐thirdsofamilefromthenearesttransitstop.

Candidatesiteswereidentifiedineachregion,andthelistwasfurthernarrowedbythosesites

wherethepropertyownersandbuildingmanagersallowedtheresearchteamonsitetoconduct

thestudies.DatawascollectedinMay,earlyJune,lateSeptember,andOctobertofocusonthenon‐

summer,non‐rainymonthsof2008.Allcountswereconductedduringthemiddleoftheweek,and

datawascollectedduringpeakandoff‐peakperiods.Teamsofatleastthreeweresenttoeachsite,

eachconsistingofadriverandatleasttwo“counters”.Theresultingcountsweretabulatedto

obtainpeakandoff‐peakdemandtotals.



AnotherstudybyCerverofocusedonthetripreductionimpactsofTODresidentialprojects

(Cervero2008).SeventeenTODhousingprojectswerestudiedinthisresearch,andcountswere

conductedusingpneumatic‐tuberecordersatallcurbcutsanddrivewaysthatwereoperatedbya

consultantfirm.Studieswereconductedduringmid‐weektimeperiodsinlateMay.Allvehicle

countscollectedwereconvertedto24‐hourandAM/PMpeakhourratesperdwellingunit,and

werecomparedtotheITETripGenerationmanual.Comparisonsbetweenthecollecteddataand

theITEratesweremadeusingthe“weightedaverages”fromITEaswellastheregression

equations.

A.5.2 Methodology from John Boroski

Incontrast,JohnBoroskiandhisteamfocusedontheULISharedParkinghandbookintheir

researchontransit‐orienteddevelopment(Boroski2002).TheynotedthatCerverohadconducted

previousresearch(1996)atover6,500housingunitsin26areaswithinonequartermileofurban

railstations.Boroski’sresearchfocusedon12housingprojectsnearBARTstations.

AstudyofparkingpoliciesresearchedthreedifferentTODstudieswhereallofthesiteswerewithin

one‐halfmileoftransit(Willson2005).Thefirsteffortutilizedmail‐backquestionnairesat36

differentTODsiteswiththesecondstudyfocusedon37residentialpropertiesinPasadena.With

the37propertiesinPasadena,mail‐backquestionnaireswereused,aswellassiteanalysis,studies

oftransportationandland‐usecharacteristicsintheregion,andinterviewswithpropertyowners

ordevelopers.Thefinalstudycenteredondeterminingreplacementparking,andexplored

principlesandmethodologiesfordoingsoatfourstudylocations.

A.5.3 Methodology from Hollie Lund

HollieLundhasstudiedtravelcharacteristicsforTODresidentialprojectsthroughoutCalifornia

(Lund2004,11).Thisresearchincludes40TODresidentialprojectsintheBayArea,Sacramento,

LosAngeles,andSanDiegoinresidential,office,hotel,andretailsettings.Allstudieswere

conductedinthesummer,andthesiteswerenearavarietyofrailfacilitiesrangingfromlight,

heavy,andcommuterraillines.

Theresearchtooka“case‐studyapproach”byfocusingon“bestcasemodels”andincludinga

technicaladvisoryboard.(Lund2004,11)Theresearchersstudiedavarietyofrailtypesandland

usessothattheresultscouldbeusedtoguidemanydifferentprojectsinthefuture.



Theresearchfocusedonthreesurveypopulations:residentswithinrailstationareas,office

employeesnearrailstationareas,andretailandhotelemployeesinstationareas(Lund2004,12).

Theprimaryquestionsthattheresearcherswerelookingtoanswerwerewhetherornota

residentialorofficelocationinaTODincreasestheprobabilityoftransituse.

Siteselectionprocessbeganwithalistofstudysitesfromtheprevious1993and1995reports

(Lund2004,13).ThelistwasthenexpandedtoincludeTODresidentialprojectsalongnewand

existingraillines.Theresultinglistwasthennarrowedtoremovesitesthatwerenotinsuburban

areasthatweredevelopedspecificallyasTODresidentialprojects,andthesitesonthelistmustbe

instationareaswithtransitheadwaysof15minutesorless(Lund2004,13).Theminimum

residentialintensitywas50unitsormore.

Thesurveywasconductedusingquestionnairesbymail,interceptsurveysatretailcomplexes,

surveyingofhotelguests,propertymanagerinterviews,andsitevisits(Lund2004,14).Thefinal

responserateforresidentialquestionnaireswas13percent(Lund2004,15).Atresidential

locations,thesitedatacollectedincludedparkingsupplyintermsofspacesavailableperunit,cost

ofparkingpermonth,numberoftotalhousingunits,averagecostofrentandmortgages,DUA,and

distancefromtransit(Lund2004,16).Astrengthofthisresearchwasthescopeofthedatathat

wascollected,inthattherangeoflandusesandtransitintensitiesallowsforcomparisonsformany

differenttypesoffutureprojects.However,aweaknesswastherelativelylowresponseratefrom

thequestionnaires(Lund2004,17).

A.5.4 Variables that Affect Parking Demand

Litmanoffersalistofvariablesthatmayimpactparkingdemand(seeTableA.3).WhileLitman

outlinesoveradozenfactorsthatmayaffectparkingdemand,somedonotagreewithhisfindings

(Cervero,Adkins,andSullivan2009,22).Whileitisgenerallyagreeduponthataresident’sincome

affectsparkingdemand(Litman2006,37),Cerveroarguesthatresidentialdensity,socio‐

demographicfactors,andrentsasvariablesthatdonotaffectparkingdemand(Cervero,Adkins,

andSullivan2009,22).Elaboratingonhisfindings,Cerveroalsobelievesthatdistancetotransit

andtransitheadwaysaretheonlysignificantoff‐sitevariablesaffectingparkingdemand(Cervero,

Adkins,andSullivan2009,22).



TABLE A.3 Factors Affecting Parking Demand

Factors Description AnalysisMethod

Walkability Qualityofwalkingenvironment PedestrianEnvironmentalFactorandpedestrianlevelofservice(EvaluatingNon‐motorizedTransport,"VTPI,2005)

Demographics Ageandphysicalabilityofresidentsorcommuters

Censusandothersurveyswithinformationonage,physicalability,andvehicleownershipinformation

Income Averageincomeofresidentsorcommuters

Censusandothersurveyswithincomeandvehicleownershipinformation

Housingtenure Whetherhousingisownedoroccupied

Censusandothersurveyswithinformationonvehicleownershipbyhousingtenure

Pricing Parkingthatispricedorcashedout Priceelasticitymodels("TransportationElasticities,"VTP,2005,Pratt,2000)

Unbundledparking

Parkingsoldorrentedseparatelyfrombuildingspace

Priceelasticitymodels.

Parking&mobilitymanagement

Parkingandmobilitymanagementprogramsareimplementedatasite.

Methodologiesdescribedinthisbook,VTPI(2005),andexperiencewithcomparableprograms

Geographiclocation

Vehicleownershipandtripgenerationratesinanarea

Populationandtraveldatatoidentifyvariations

Residentialdensity

Numberofresidentsorhousingunitsperacre

ModelssuchasHolzchew(1994)canbeusedtodeterminehowdensityaffectsvehicleownershipanduse.

Employmentdensity

Numberofemployeesperacres Adjustemployeeparkingrequirementstoreflectautomobilecommutemode

Land‐usemix Rangeofanduseslocatedwithinconvenientwalkingdistance

Applytripandparkingdemandreductionfactors.Applysharedparkingfactors.

Transitaccessibility

Nearbytransitservicefrequencyandquality

Adjustworksiteparkingtoreflecttransitcommutemodesplit.Models,suchasHortzchew(1994)canpredicthowtransitservicequalityaffectsvehicleownershipanduse.

Carsharing Whetheracarsharingserviceislocatedwithinorneararesidentialdevelopment

Basedonexperiencewithcomparableprograms

Source:Litman2003,30.

A.6 PARKING DEMAND RATES FOR TOD RESIDENTIAL PROPERTIES IN

THE U.S.

DeterminingtheappropriateparkingdemandratesforTODresidentialprojectslocatedatmajor

VTAstationsrequiresastrongunderstandingoftheexistingtravelcharacteristics,the

characteristicsofnearbytransitservice,andthelevelofresidentialdensitytobedeveloped.

Forreference,parkingdemandratesforTODresidentialprojectsaresummarizedinTableA.4.

RatesforTODresidentialprojectswithintheSanFranciscoBayArea,elsewhereinCaliforniaand

theUnitedStatesareincluded.



TABLE A.4 Parking Demand Rates for TOD Sites

Location ParkingDemandRate Reference

BayArea

FremontBART 1.42 Cervero2009,Figure2 Alborada 1.69 Archstone 1.45 MissionPeaks 1.35 ParkVistaApts. 1.48 Presidio 1.23 SunPointeVillage 1.47 WatermarkPlace 1.27

PleasantHillBART 0.97

ArchstoneWalnutCreek 0.92

ArchstoneWalnutCreekStation 1.09

DiabloOaks 0.74

IronHorsePark 0.80

ParkRegency 1.06

VillaMontanaro 1.23

SanLeandro(BayfairBART) 1.07

UnionCityBART 1.12

Parkside 1.13

Verandas 1.11

All16BayAreaTODsites 1.20

California

SanDiego Katz,Table6 BayVistaMethodistHeights 0.60 CanyonRidge 1.20 CoronadoTerrace 1.25 Hawthorn1Apts. 0.92 JohnAdamsManor 0.68 OtayVillas 1.06 Pinetree 0.79 PulitzerPlace 1.10 VistaVerdeApts. 1.77 UnitedStates

Portland 1.07 Cervero2009,Figure2

CenterPointe(BeavertonCreekStn.) 1.23

ElmonicaCourt(ElmonicaStation) 0.90

CambridgeCrossing(ElmonicaStn.) 1.04

Wyndhaven(WillowCreekStn.) 0.90

BriarcreekApts.(QuantamaStn.) 1.12



QuatamaCrossing(QuantamaStn.) 1.32

QuatamaVillage(QuantamaStn.) 1.37

GatewayTerrace(GatewayStation) 0.53 GatewayPark(GatewayStation) 0.83 RachelAnne(E.148thAve.Station) 0.88 DaltonPark(E.148thAve.Station) 1.17 MorganPlace(E.162ndAve.Stn.) 0.65 SequoiaSquare(E.162ndAve.Stn.) 0.79 GreshamCentral(Stn.) 1.00 Sources:

• Cervero,Robert,ArlieAdkins,andCathleenSullivan.2009.AreTODresidentialprojectsOverParked?UCTCResearchPaperNo.882.Berkeley,CA:UniversityofCaliforniaTransportationCenter.

• Katz,Okitsu&Associates.MultiFamilyResidentialParkingStudy.SanDiego,CA:TheSanDiegoHousingCommission&CityOfSanDiegoPlanningDepartment.CityofSanDiego.

ThesmallnumberofTODstudiesmakesitdifficulttodrawinferencesfromTableA.4.

Nevertheless,thetableshowsarangeofobservedparkingdemandratesforTODresidential

projects,whichvaryfromalowof0.53toahighof1.77.Ofparticularinterestaretheparking

demandratesforTODresidentialprojectsintheBayArea.AccordingtoCervero,whiletheseTOD

residentialprojectsprovideapproximately1.6parkingspacesperdwellingunit(Cervero2009,

Table1),actualobservedpeakparkingshowedonly1.2occupiedparkingspacesperunitwas

needed(Cervero2009,Figure2).Thisrepresentsa24‐percentdifferencebetweensupplyand

demand.Thenumberofparkedvehiclesperdwellingunitisremarkablyclosetothosefoundfor

residentialTODsurveysitesinSantaClaraCounty(seeVolumeI–TechnicalReport,Table6.1

SurveyDataandFigure6.1).

A.7 IMPACTS OF LOWER PARKING RATIOS

InastudyontheeffectsofTODonhousing,parking,andtravel,fourcasestudiesareusedto

illustratetheeffectvaryingparkingratioscanhaveonbuildings’densityandcostandtransit

ridership(Arrington&Cervero2008,48).Accordingtothestudy,decreasingparkingratiosfrom

2.2to1.1,whileholdingotherfactorsconstant,resultsin:

• A20to33percentincreaseinthenumberofpotentialunitsinaTOD

• Lowertotalconstructioncostsforparkingevenwithmoreresidentialunits

• Highertransitridership



• IncreasedfinancialfeasibilityofTODresidentialprojects(e.g.,fromlowercapitalcostsfor

parkingandgreateryieldsperunit)

• Improvedurbanform(e.g.,gardenapartmentshaveagreateramountof“activestreet

edges”forpedestrianuse)

Themainimplicationofthisresearchindicatesthat“peoplelivinginTODresidentialprojectsdrive

lessoftenthantheirneighborsinconventionaldevelopments”(Arrington&Cervero2008,51).

Basedontheirfindings,theresearcherssuggestthatlocalgovernmentsshoulddevelopnew,more

realisticparkingstandards,impactfees,andmitigationforTODresidentialprojects.



Appendix B. Local Parking Requirements for TOD Residential

Properties in Santa Clara County

B.1 INTRODUCTION

ManycommunitiesinSantaClaraCountyaremovingtowardspromotingTODresidentialprojects

thatmakeeffectiveuseofurbaninfrastructureandtransportationservices.Whilerecentstudies

havefoundthatresidentsinTODprojectshaveahighertendencytoridetransit(aswellasbikeand

walk),standardparkingrequirementsremainunchangedformanyofthesedevelopments.Most

currentparkingpoliciesassumethesameorsimilarparkingdemandatTODprojectsasinother

residentialdevelopments,despitethecloseproximitytotransitservicesandlessrelianceonthe

automobile.

ToevaluatewhetherlocalTODresidentialprojectsprovidemoreparkingthanisutilized,the

amountofparkingcurrentlyrequiredbylocaljurisdictionsneedstobeinvestigated.Thisappendix

containsareviewandanalysisofexistingparkingrequirementsforthefollowingcitiesinSanta

ClaraCounty:Campbell,Gilroy,Milpitas,MorganHill,MountainView,PaloAlto,SanJosé,Santa

Clara,andSunnyvale.

Thisappendixbeginswithanoverviewofresidentialparkingrequirements,includingguest

parking.Inthefinalsection,parkingreductionallowancesthatcouldbeavailabletoTOD

residentialprojectsareexplored.1

B.2 ANALYSIS OF CURRENT PARKING REQUIREMENTS

B.2.1 Current Residential Parking Requirements

ExistingparkingrequirementsfornineSantaClaraCountycitiesaresummarizedinthissection.

Therangeofparkingspacesrequiredbyeachcityisoutlinedbelow.Rangesaregivenforall

multiple‐unithousingdevelopments,fromstudioapartments(representingthelowest

requirements)tohigh‐densitymultiple‐familyhousingdevelopments(representingthehighest

parkingrequirements).Otherhousingunitsincludedare1,2,and3+bedroomapartments,

duplexes,townhouses,andcondominiums.Single‐familydetachedhomesarenotincluded,because

thetypicalfocusofTODresidentialprojectsisonhigherdensity.

1Note:Throughoutthissection,zoningordinancesareregularlyreferenced.Ratherthancitingeachinstance,wehaveincludedalistofallzoningordinancesinthebibliographyofthereport.



FigureB.1showstheresidentialparkingrequirementrangesformulti‐familyhousingandsimilar

usesintheninecities.ItillustratesthatnearlyallmunicipalitiesacrossSantaClaraCountyrequire

atleastoneparkingspaceperdwellingunit;theexceptionisMilpitas,whichrequiresonly0.8space

forstudioapartmentslocatedintheMilpitasTransitAreaSpecificPlanarea.Atthehighend,as

manyas2to3.5parkingspacesarerequiredforhigh‐densityandmulti‐familydevelopments.The

CityofCampbellhasthehighestminimumrequirement,at3.5spacesfortownhousesor

condominiumswithmorethantwobedrooms.2

FIGURE B.1 Residential Parking Requirement Ranges for Multi-Family Housing

1.ThecityofCampbellzoningcodeiscurrentlybeingrevised;theminimumparkingrequirementsmaybereducedfrom3.5to2.5forcondominiumsandtownhouses(CityofCampbell2010).

2.ThecitiesofSanJoseandSunnyvaleallowanadditional0.15spacesforeveryunitwithmorethanthreebedrooms.Note:thisfigurereflectszoningrequirementsatthetimeoftheresearchprojectinSpring2010.Rangesaregivenformultiple‐unithousingdevelopments;single‐familyhomesarenotincluded.

Thebroadrangeofvaluesforparkingrequirementsformulti‐familyhousingtypessuggeststhat

thereisroomtoreduceparkingcoderequirementinsomemunicipalities.

2PleasenoteCampbelliscurrentlyinvestigatingreducingthisrequirementto2.5spaces.



B.2.2 Guest Parking

ManyofthenineSantaClaraCountycitiesrequireadditionalparkingspacesforguests.Asshown

inTableB.1,somecitiessimplyaddaspecificamountofguestparkingperunit,whileothers

requireanadditionalspacepernumberofunits.Inaddition,somerequireacertainpercentageof

guestparkingbasedontheoverallamountofparkingrequired.

Theseguestparkingrequirementsineffectincreaseoverallparkingrequirements.Forexample,a

townhouseinMountainViewisrequiredtoprovide2spacesforresidentsandanadditional0.6ofa

spaceforguests.Increasingtherequiredspacesfrom2to2.6representsa30percentincreasein

parking,aconsiderableincreaseonaper‐unitbasis.

TABLE B.1 Guest Parking Requirements

City LandUse NumberofGuestSpaces

Apartments 1forevery5unitsCampbellDuplex/Townhouse/Condo noneMultifamily 1forevery4unitsDowntownSpecificPlan 1forevery4‐6units,dependingonsquarefootage

Gilroy

Duplex noneMilpitasTransitAreaSpecificPlan 15%ofrequiredtotalMilpitasAllothermultifamily none

MorganHill Multifamily 1foreverythreeunitsMultifamily 15%ofrequiredtotalTownhouse Additional0.6foreachunit

MountainView

Rowhouse Additional0.3foreachunitPaloAlto Duplex,Multifamily noneSanJose Multifamily,MixedUse noneSantaClara Multifamily,Duplex,MixedUse none

Multifamily Additional0.25‐0.5perunitif2mainspacesareinagarageSunnyvaleMixeduse none

B.3 PARKING REQUIREMENT REDUCTION ALLOWANCES FOR TOD

RESIDENTIAL PROJECTS

Inthecitiesexaminedforthisproject,fewhavespecificTODland‐usecategories.Themain

exceptionisSanJosé,whichhasidentifiedareasasTODCorridorsandBARTStationAreaNodes

andincludesinitsgeneralplanaTransitCorridorResidentialland‐usedesignation.Thisland‐use

categoryisintendedtoexpandthepotentialforresidentialdevelopmentinproximitytomajor

publictransit,particularlyalongtheCity'sTODCorridorsandStationAreaNodes(SanJosé2008,

162).TheCityofSanJoséalsohastwomoretransit‐relatedland‐usecategoriesinitscurrent

generalplan:TransitEmployment/ResidentialandTransitCorridorCommercial.



MilpitasalsofeaturesaTODOverlayDistrictthatappliestoanyzoningdistrictonlandswithin

2,000feetofarailstation.Nevertheless,manycitieshavelanguagerelatedtoparkingreductions

forresidentialprojectslocatedneartransit.Foreachoftheninecities,parkingrequirementsand

allowableparkingreductionsinrelationtoTODlandusesaredescribedindetailinthisappendix.

Somecitiesofferparkingreductionsorsetspecificstandardsintheirlocalzoningordinance.Other

citieshaveallowancesforsharedparkingthroughtheentitlementprocess,whichineffectreduces

theoverallparkingrequirementforanyoneindividuallanduse.Stillothershavelowerparking

requirementsforcertainareasneartransitasestablishedinSpecificPlansorPrecisePlans.Most

reductionsareapprovedonacase‐by‐casebasis.TableB.2summarizesthevarioustypesof

parkingreductionsavailableineachcity.

TABLE B.2 Parking Reductions Allowed

City TransitOrientedResidential MixedUse

Campbell ParkingAdjustmentpossible(nosetreduction)

ParkingAdjustmentpossible(nosetreduction)

Gilroy N/A Tandemandsharedparkingcanbeallowedindowntowndistrict;respectivecommercial&residentialparkingrequirementscombined.

Milpitas 20%reductionofresidentialparkingrequirement. Sharedparkingcanbeallowedthroughthedevelopmentprocess.

MorganHill N/A Parkingmaybeuncovered,butstandardrequirementsapply

MountainView

SeveralPrecisePlanscoveringareasneartransitstationsincludelowerparkingrequirementsthanthecitywideratios;also,PlanningDirectormaygrantareductionthroughtheConditionalUsePermitprocess.

Zoningcoderequiresmixed‐usestoprovidetotalaggregatenumberofparkingspaces.

PaloAlto 20%reductionforpropertiesneartransit.Additionreductionspossiblesubjectto30%maximumreduction.

20%reductionforpropertieswithsharedparkingfacilities.Additionalreductionpossiblesubjectto30%maximumreduction.

SanJose(downtown)

Lowerbaseparkingrequirements(1spaceperunit)plusa15%reductionpossiblewithDevelopmentPermit.

Lowerbaseparkingrequirementsplusuptoa50%reductionpossiblewithaTDMprogram;atthediscretionoftheDirector.

SanJose(elsewhere)

10%reductionpossiblewithDevelopmentPermit. Respectivecommercialandresidentialparkingrequirementscombined(1spaceper200to250sq.ft.ofretailarea;seeTable20‐210formulti‐familydwellingunitparkingrequirements).

SantaClara Possiblethroughavarianceandcannotexceed25%ofparkingrequirement

Reductionof0.5to1spaceperunitandcannotexceed25%ofparkingrequirement

Sunnyvale Sharedparkingcanbepermittedformixed‐useprojectswithinthemixed‐usecombiningdistrict

Sharedparkingcanbepermittedformixed‐useprojectswithinthemixed‐usecombiningdistrict

Source:TabletakenfromExhibit5ofCampbellPlanningDivision’sJanuary26,2010Agenda(CityofCampbell2010);someinformationhasbeenaddedtotheoriginaltablefromtheCitiesofGilroy,SanJose,andPaloAlto(referencesavailableinthebibliography).



B.3.1 Campbell

CampbelliscurrentlyintheprocessofrevisingitsparkingrequirementsandplanstoaddaTOD

land‐usecategory(CityofCampbell2010).Projectsthatfallunderthiscategorywillberequiredto

provide2parkingspacesperunit:1.5spacesforresidentsand0.5forguests.

ThecurrentparkingstandardforTODresidentialprojectsinCampbellisthesamestandardfor

residentialdevelopments(2.5spacesperunit),lessaproject‐specificparkingreductionforprojects

withinone‐quartermileoflightrail.Intermsofcurrentprovisions,Campbell’scurrentparking

ordinancedoesallowanunspecifiedreductioninparkingrequirementsforTODresidential

projectsthatmeetthisone‐quartermilerequirement.

Thesameappliestomixed‐usedevelopments;theparkingrequiredisthesumoftotalparking

spacesonthecombinedrequirementforalluses,lessaproject‐specificreduction.Citystaff,

however,isproposingthestandardbesetat2spacesperunitforTODresidentialprojectsanda50

percentdecreaseinguestparkingfortheresidentialcomponentinmixed‐useproperties(Cityof

Campbell2010).

NoTODland‐usecategoriesforparkingwerefoundintheDowntownDevelopmentPlanorthe

WinchesterBoulevardMasterPlaneventhoughbotharenearlightrailstations.

B.3.2 Gilroy

GilroydoesnothaveanyTODland‐usecategoriesinitsgeneralparkingrequirementstable(Section

31.21).Additionally,therearenoTODland‐usecategoriesforparkinginitsDowntownSpecific

Plan.However,theDowntownSpecificPlanhaslowerparkingrequirementsthanotherpartsofthe

city,possiblyduetoitslocationneartheGilroyTransitCenter.(AllthreeGilroyTODresidential

projectsfromthelistofsitesprovidedbyVTAaresituatedwithintheDowntownSpecificPlan

area.)Thedifferencesinparkingrequirementsforprojectsdowntownascomparedtothose

elsewhereinthecityareshowninTableB.3.

InGilroy’sDowntownSpecificPlanarea,allparkingrequirementscanbemetviathepaymentofin‐

lieufees.ThePlanningDivisionManageralsohasthediscretiontoallowsharedparkingindistricts

withintheDowntownSpecificPlanarea.



TABLE B.3 Gilroy Parking Comparison

General DowntownSpecificPlan

1‐2bdrmunit:1.5min3bdrmunit:2minGuest:1/every4units

Units<800sq.ft.:1Units>800sq.ft.:1.5min+Guest:>800sq.ft.:1/every6units<800sq.ft.:1/every4units

Source:CityofGilroyOff‐StreetParkingRequirementsandDowntownGilroySpecificPlan

B.3.3 Milpitas

MilpitasfeaturesaTransit‐OrientedDevelopmentOverlayDistrictthatappliestoanyzoning

districtonlandswithin2,000feetofarailstation.AsdocumentedintheMilpitasZoningOrdinance

(SectionXI‐10‐12.06),totaloff‐streetparkingrequiredmaybereducedupto20percentfor

residentialdevelopmentsinallTODoverlaydistricts.Guestparkingisrequiredfor15percentof

therequiredtotalparking.MilpitashasthelargestamountofexistingTODlanguageinregardto

parking,eventhoughitdoesnothaveanyTODland‐usecategoriesinitsgeneralparking

requirements(SectionXI‐10‐53.09,Table53.09‐1).

TheMidtownSpecificPlanandMilpitasTransitAreaSpecificPlanadoptedthereducedparking

requirementsstatedintheTransit‐OrientedDevelopmentOverlay.TableB.4detailsthedifferences

betweenmulti‐familyparkingrequirementsoutsidetheTODoverlaydistrictandthosewithinthe

districtoroneofthetwoSpecificPlans.

DevelopmentprojectsintheTransitAreaSpecificPlanareahavemaximumoff‐streetparking

requirementswhichareequaltotheminimumoff‐streetparkingrequirementsofthebasezoning

district.ForlocationswithintheTransitAreaSpecificPlan,preferentialparkingforcarpoolsisone

percentofthetotalamountofparkingspacesrequired.

TABLE B.4 Milpitas Non-TOD and TOD Parking Comparison

Multifamilyunittype

NonTOD(coveredspaces)

TODOverlay/MilpitasTransitAreaSP(coveredspaces)

Min.parkingdifference

Studio 1.0min 0.8min1.0max

‐0.2

1Bedroom 1.5min 1.2min1.5max

‐0.3

2+Bedrooms 2.0min 1.6min2.0max

‐0.4

4ormorebedrooms

3.0minperunit,plus1.0foreachadd’lbdrm

2.6minperunit,plus1foreachadd’lbdrm

‐0.4

Source:CityofMilpitasOverlayDistrictsandStandards;MidtownSpecificPlan;andTransitAreaSpecificPlan



B.3.4 Morgan Hill

TheCommunityDevelopmentDirectorfortheCityofMorganHillhastheauthoritytoassign

parkingrequirementstousesnotshowninthegeneralparkingrequirementstable,andmayalso

assignreducedparkingrequirementswhensharedparkingexists.Additionally,thePlanning

Commissionmayallowin‐lieufeesinexchangeforreducingparkingrequirementsintheCentral

CommercialResidentialZone(whereTODresidentialprojectsarepermitted).

B.3.5 Mountain View

MountainViewhasavarietyofpreciseplanareas,someofwhichincludealteredparking

requirementsbecauseoftheircloseproximitytoCaltrainandlightrailstations.TheSanAntonio

StationPrecisePlan(Caltrain)statesthatthegeneralparkingrequirementsshallgenerallyapplyto

projectsinthisarea.TheWhismanStationPrecisePlan(VTAlightrail)statesthateachunitshall

haveaminimumoftwoprivateparkingspaces,oneofwhichshallbecovered.

TwoPrecisePlansgoverndevelopmentinwithinthevicinityoftheMountainViewTransitCenter:

theDowntownPrecisePlanandEvelynAvenueCorridorPrecisePlan.IntheDowntownPrecise

Plan,studiosand1‐bedroomdwellingunitsrequire1.5spacesperunit,whileunitswith2

bedroomsormorerequire2spacesperunit.Bothmulti‐familyunittypesrequire0.3guestparking

spacesperunit.TheEvelynAvenueCorridorPrecisePlan,whichcoversareasimmediately

adjacenttotheTransitCenter,hasthelowestparkingrequirementsinthecity.IntheMixed‐Unit

ResidentialportionofthePrecisePlanarea,only1spaceisrequiredperstudioand1‐bedroomunit,

with2spacesrequiredper2‐bedroomunitorlarger.

AlthoughnospecificstandardissetforTODparkingrequirements,reductionsareavailable.The

PlanningDirectormaygrantareductionforoff‐streetparkingrequirementsforTODresidential

projectsthroughaConditionalUsePermit.Thisoccursonacase‐by‐casebasissothateach

proposedlocationcanbeconsideredinthecontextofadjacentuses.Tobegivenaparking

reduction,theprojectapplicantisrequiredtoprovideevidencejustifyingareductionand

demonstratingitwillnotresultinaparkingdeficiency(SectionA36.37.050).Sharedparking

reductionsarealsopossiblebutonlyapproveduponcertainconditions,including,butnotlimited

to,thecompletionofasharedparkinguseanalysis.



B.3.6 Palo Alto

PaloAltooffersa20percentparkingreductionforpropertiesneartransit,a20percentreduction

forpropertieswithsharedparking,anda20percentreductionforpropertieswithTransportation

DemandManagement(TDM)programsorparkingalternatives.Althoughthiscouldpotentiallyadd

uptoapossiblereductionof60percent,thetotalmaximumallowablereductionisonly30percent

(Section18.52.050).

SimilartoMilpitas,PaloAltohasaTODoverlaydistrict.CalledtheCaliforniaAvenuePedestrian

andTransitOrientedCombiningDistrict,thisoverlayappliestopropertieswithinwalkingdistance

oftheCaliforniaAvenueCaltrainstation.Generalparkingrequirementsapplytomulti‐family

residentialpropertiesinthiszone,butareallowedreductionsinrequiredparking(20‐30%)

subjecttoaTDMprogramandtheCommunityDevelopmentDirector’sapproval.

Projectapplicantsinterestedinreducedparkingrequirementsmustindicateparkingandtraffic

demandmeasuresthatwouldbeimplementedtoreducetheneedforparkingandtripgeneration

(Section18.34.040d).Measuresmayinclude,butarenotlimitedto:

• Limiting“assigned”parkingtoonespaceperresidentialunit

• PovidingforCaltrainand/orothertransitpasses

• Othermeasurestoencouragetransituseorreduceparkingneeds

B.3.7 San José

ThroughoutmuchofSanJosé,theCityallowsparkingreductionsofupto10percentwitha

developmentpermitforresidentialprojectslocatedwithin2,000feetofaproposedorexistingrail

station.Thisreductionisalsoavailablefor“neighborhoodbusinessdistricts”designatedinthe

GeneralPlan(SanJoséZoningOrdinance§20.90.220).

Initsdowntown,theCityalsograntsuptoa15percentreduction3aspartoftheissuanceofa

developmentpermitforprojectswithTDMprograms.ExamplesofacceptableTDMprograms

includetheVTAEcoPass,parkingcash‐out,alternateworkschedules,ridesharing,transitsupport,

carpool/vanpools,andsharedparking.IfaprojectfailstomaintainaTDMprogram,andforareas

3Note:theparkingrequirementsforresidentialdevelopmentsindowntownSanJoséaremuchlowerthanrequirementsfordevelopmentselsewhereinthecity.ForaResidentialMultipleDwellingproject,therequirementsdowntownareonly1spaceperunit,while1.5to2.6spacesperunitarerequiredelsewhere.



withinDowntownSanJoséthatcannotmeetparkingrequirements,theprojectapplicantmaybe

requiredtopayanin‐lieufee(SanJoséZoningOrdinance§20.70.330).

FortheMidtownSpecificPlanandtheTamienStationAreaSpecificPlan,nospecificparking

requirementsarecontainedwithintheseplanningdocumentseventhoughtheircorresponding

areashaveTODresidentialprojects.However,the10percentreductioninoff‐streetparking

requirementsforresidentialprojectsoutsideofdowntownSanJoséandwithin2,000feetofaLight

Railstationwouldalsoapplytothesetospecificplanareas.

B.3.8 Santa Clara

Accordingtosection18.22.040ofSantaClara’sZoningOrdinance,reducedparkingrequirements

canbeaccommodatedformixed‐usedevelopmentand/orprojectslocatedneartransitbecause

increasedtransitaccessibilityandmixedland‐usesreducevehicletripsandvehicledemand.

ParkingrequirementscanalsobereducefordevelopmentsaccompaniedbyaTDMprogram.

Parkingsharedamongusesisencouragedwhereefficiencyinsharedusecanbedemonstrated.

Modificationsorreductionstotheautomobileparkingspacerequirementsarepossiblethrougha

varianceandcannotexceed25percent.

SantaClarahasaTransit‐OrientedMixed‐UseCombiningZoningDistrict,whichallowsforparking

reductionsgrantedbythezoningadministratorformixed‐usedevelopmentslocatedneartransit

withaTDMprogram.Residentialcomponentsofmixedusedevelopmentscanhaveareductionin

requiredparkingby0.5to1spaceperunitcomparedtomulti‐familyresidentialunitsoutsideofthe

Transit‐OrientedMixed‐UseCombiningZoningDistrict.

B.3.9 Sunnyvale

SunnyvalehasaMixed‐UseCombiningZoningDistrict,whichpermitsparkingrequirement

reductionsformixed‐useprojects.Traditionally,parkingratiosforresidentialmixed‐useprojects

andTODresidentialprojectsaresetbyacceptedguidelinesfromtheITEorULI.Anyparking

requirementadjustmentsaredeterminedthroughprojectreviewandapprovalfromthe

CommunityDevelopmentDirector(Section19.46.050).Thezoningordinancedoesnotofferany

additionallanguageregardingparkingreductionsifclosetotransit.

TheDowntownSpecificPlanaddressesparkingregulationsfortheareaaroundtheCaltrainstation.

ItmakesnomentionofspecificparkingrequirementsforTODresidentialprojects.However,the



requirementsformulti‐familyhousingaregenerallythesameasthestandardparking

requirementsoutsidethespecificplanarea.

B.3.10 Parking Reduction Process

Asdescribedabove,manyoftheninecitiesexaminedinthisreporthaveprovisionsforareduction

intheamountofparkingrequiredforresidentialdevelopments.TableB.5showsthetypeof

processrequiredfordevelopmentstobegrantedaparkingreductionallowance.

TABLE B.5 Parking Reduction Process

ProcessTypes Campbell Gilroy Milpitas MorganHill

MountainView

PaloAlto

SanJosé

SantaClara

Sunnyvale

ConditionalUsePermit ElementofDevelopmentProcess Variance(nootherspecificprocess) Source:TabletakenfromExhibit5ofCampbellPlanningDivision’sJanuary26,2010Agenda(CityofCampbell2010);Gilroy,PaloAlto,andSanJoséwereadded(sourcesavailableinbibliography).

B.4 PARKING REQUIREMENTS SUMMARY

Allninecitiesexaminedrequireasetnumberofparkingspacesformultiple‐unitresidential

developments.Theserequirementsrangefrom0.8spacesperunitto3.5spacesperunit,

dependingonthecityandtheunitsize.WhilemostofthecitiesdonothaveaTODland‐use

categoryintheirgeneralplanorzoningcode,somehavezoningoverlaydistrictsorspecific/special

plansthatreducetheparkingrequirements.Manycitiesalsohaveprovisionsthatallowfor

reducedparkingorsharedparkingarrangements.



Appendix C. Methodology for Parking Demand User Survey for TOD

Residential Properties

PriortotheResearchTeamselectinganon‐the‐groundsurveytechniquetodetermineparking

utilization,theResearchTeamalsodevelopedaworkplanforestimatingparkingdemandusing

stated‐preferenceusersurveys.Thisappendixprovidessuchamethodology.Whileasignificant

amountoftimeandresourcesarerequiredtoestimateresidentialparkingdemandusingstated‐

preferenceusersurveys,themethodologydescribedinthissectionisprovidedforVTAorother

interestedpartieswhomaywishtoestimatethetotalparkingdemandatTODsites,particularly

TODresidentialpropertiesthatexhibithighparkingutilization.

Intheeventthattheresultsofanon‐the‐groundsurveyindicateaparkingutilizationof85percent

ormore,theparkingfacilitymaybeoperatingatfullcapacity.However,parkingutilizationisnot

necessarilythesameasparkingdemand.4Todetermineactualresidentialparkingdemandforthat

facility,researchersmustbeabletodeterminehowmanycarsareownedbyresidents.

Therearetwowaystoobtainthisinformation.Thefirstinvolvescanvassingthemanagementof

theTODpropertiesinquestion,astheyhaverecordsforvehiclesregisteredtotheirtenants.This

method,however,hasseveraldrawbacks,asmanagersmayconsiderrevealingsuchinformationas

abreachoftheirclient’sprivacyandtheirinformationmaynotbekeptup‐to‐date.

Thesecondmethodinvolvesasurveyofresidentsthatasksforthetotalnumberofcarsownedper

householdalongwithotherkeyvariables.Sinceresidentsthemselvesarethemostdirectsourceof

informationontheirparkingbehaviors,thesecondmethodisabetterapproachthanthefirst.

C.1 USER SURVEY DEVELOPMENT METHODOLOGY

C.1.1 Relationships Among Variables

TheresearchprojectconductedbySJSUstudentsinvestigatesparkingutilizationatTODresidential

propertiestodeterminewhetherornotparkinghasbeen“over‐supplied.”Withausersurvey,

additionalvariablesandtheirrelationshipscanalsobeinvestigated.Listedbelowarerelationships

betweenkeyvariablesthatpertaindirectlytounderstandingparkingutilization,anddemand:4Parkingutilizationoroccupancyisanindicatorofhowtheexistingsupplyisbeingused.Parkingdemand,ontheotherhand,indicateshowmanypatronswouldliketoparkatagivenlocationandtimeifthereweresufficientsupply(Carter&Burgess2004,29).Ifparkingspacesareinsufficientlyavailableataresidentialdevelopment,driverswilllikelyparkonnearbystreetsorpossiblyatasignificantdistancefromtheirresidence.Inotherwords,ifadedicatedparkinglotisperceivedasfullbyitsusers,theywilllikelyparkinadjacentpublicparkingareas.



1. Therelationshipbetweenresidents’incomesandthenumberofcarsthattheyown.

2. Therelationshipbetweenthesizeandagecompositionofeachhouseholdandthenumber

ofcarsthattheyown.

3. Therelationshipbetweentransitaccessibilityduringpeakandnon‐peakhoursandthe

shareoftripsforwhichresidentsusetransit.

4. Therelationshipbetweenthelocalbuiltenvironmentandland‐usemixandtheshareof

tripsforwhichresidentsusetransit,walk,orridebicycles.

Inordertoinvestigatetheserelationships,theproject’ssurveyinstrumentwouldneedtocollect

certaindatafrombothTODresidentsandresidentsofmoretraditionaldevelopments.Thesekey

dataarepresentedbelowalongwiththerelationship(s)abovetowhichtheyarerelevant:

• Numberofcarsthehouseholdpossesses(1,2)

• Numberofparkingpermitshouseholduses(1,2)

• Householdincome(1)

• Household’sresidentialarrangement(i.e.,rentvs.ownproperty)(1)

• Householdsize(2)

• Numberofhouseholdresidentsunderage18(2)

• Numberofhouseholdresidentswhoworkoutsidethehome(2)

• Numberofhouseholdresidentsaboveage65(2)

• Frequencywithwhichhouseholdmembersusepublictransportation(3,4)

• Frequencywithwhichhouseholdmembersusenon‐motorizedmodes(3,4)

Certaindatapertainingtotheresidentialpropertiesthemselveswouldalsoneedtobecollected.

Themostopportunemethodofgatheringthisdatalistedbelowwouldbefromproperty

managementratherthanfromresidents.



• Numberofparkingspacesreservedforresidents

• Numberofparkingpermitsallocatedtoeachunit

• Numberofdwellingunits,bothtotalandoccupied.Thiscountshouldincludeaninventory

ofdwellingunitsize(e.g.numberofstudiounits,numberoftwo‐bedroomunits,etcetera.)

C.1.2 Additional Variables

ConductingausersurveyofTODresidentswouldaffordresearcherstheopportunitytoinvestigate

furtherrelationshipsbetweenhouseholddemographics,carownership,andmodalsplit.Assuch,

thissurveycouldincludethecollectionoffurtherdata,includingthefollowing:

1. TODSelfselection.ExaminewhetherthehouseholdchosetoliveinaTODfortransit

proximity.(Thiscouldrelatestomodalsplit.)

2. Journeytowork.Examinelength,frequency,andlocationofworktrips.(Thisrelatesto

modalsplit.)

3. Employersubsidy.Examinewhattransportationsubsidiesahouseholdreceivesfrom

employers(i.e.,freeparking,transitpasses,commuterchecks).(Thisrelatestomodalsplit.)

4. Profession.Examinetheoccupationalbackgroundofeachworkinghouseholdmember.

(Thisrelatestoincome,numberofworkinghouseholdmembers,andmodalsplit.)

C.1.3 Deliverables

AdraftsurveyinstrumentwouldbedevelopedforreviewbytheVTA.Uponincorporationof

feedbackandapprovalfromtheVTA,theResearchTeamwouldpreparethefinalsurvey

instrumenttobeusedwhensurveyingresidentsofTODresidentialprojectsthroughoutSantaClara

County.

C.2 IRB APPROVAL

Beforeworkcanbegin,approvalfromtheUniversity’sInstitutionalReviewBoard(IRB)is

necessarytoconductausersurvey,asthesurveywouldnotbeconsideredwithinoneofthesix

categoriesexemptfromreview.PreparationoftheIRBapplication“RequesttoUseHumanSubjects

inResearch”isrequiredtoobtainIRBapproval.Thisapplicationincludes:



• Aprotocolnarrative

• Acopyofthefinalsurveyinstrument

• Asampleconsentform(onSJSUorVTAletterhead)

• Foreign‐languagetranslationsoftheconsentformandsurveyinstrument(e.g.,Spanishand

Vietnamese).

• Awrittenagreementfromtheparticipatinginstitution(i.e.,theVTA)

C.2.1 Deliverables

AnapplicationwouldbesubmittedtotheIRBforreviewandapprovalpriortobeginningthe

survey.TheapprovalperiodfortheIRBwouldbeexpectedtotaketwotofourweeks.

C.3 SITE SELECTION

Priortoconductingausersurvey,alistofappropriatesitestoconductthesurveywouldbe

generated.UsingVTA’slistofpriorityTODresidentialprojects,theResearchTeamwouldidentify

eligibleTODresidentialsitesthroughInternet‐andGIS‐basedresearch.Alistofprioritysiteshas

beendevelopedfromVTAstaff’sknowledgeoftheVTAlightrailandCaltrainsystems.Thelist

includesstationsthathavesomeresidentialTODresidentialprojectsnearbythatgenerallymeet

theprojectcriteria,suchashavingdiscreteorself‐containedparkingsupplydedicatedforresidents

livinginthedevelopment.

Oncethesetofeligiblesiteshasbeengenerated,theResearchTeamwoulddeterminethe

appropriateauthoritythatwouldgivepermissiontoconductusersurveysonaproperty(e.g.,

buildingmanager,homeownersassociation,etcetera.).Theywouldthencontactthatauthorityfor

thepurposesofgainingpermissiontoconductthesurveyandtoascertainthenecessary

backgroundinformationforthepropertyasdetailedinSectionC.1.Finally,theywouldobtaina

writtenagreementfromamenableauthoritiesforeachpropertythattheResearchTeamwould

conductasurveyin.Thewrittenagreementwouldspecifyboththetimeframewithinwhichthe

ResearchTeamwouldbeallowedtoconductthesurveyandwhattypeofpromotiontheResearch

Teamwouldbeallowedtousetoadvertisetheexistenceofthesurveypriortoimplementation.

Asmentionedabove,theResearchTeamwouldusesomeformofpromotiontocommunicatethe

existenceoftheusersurveytotheTODpropertyresidents.Dependingonthetypeofusersurvey



conducted,thispromotioncouldincludeflyershungincommonareasofeachproperty,directmail,

ore‐mailsfromeitherbuildingmanagementortheResearchTeam.Promotionwouldbeselected

baseduponwhatwouldbestcomplementthesurveyformbeingconducted(seeSectionC.4)and

whatwouldbeagreedtobytheappropriateauthorityofeachproperty.

C.3.1 Deliverables

AcompletelistofpropertiesconsideredeligibleTODresidentialprojectsforthepurposesofthis

projectwouldbegenerated,includinginformationonwhowouldbedeterminedtobethe

appropriateauthority,whenandhowmanytimestheywerecontacted,andwhichpropertiesthe

ResearchTeamsecuredpermissiontoconductthesurveyfrom.Thislistwouldbedeliveredtothe

VTAalongwithcopiesofallwrittenagreementsbetweentheResearchTeamandtheeligible

properties.

C.4 SURVEY IMPLEMENTATION / DATA COLLECTION

Thethreecommonplacestrategiesforcollectinguser‐surveydataare:

1. Inpersonsurvey.Interviewerscanvassaselectedpropertyinperson,knockingoneach

resident’sdoortorequesttheirparticipationinasurvey.Uponapprovalbyaresident,the

interviewerwouldaskquestionsfromthefinalsurveyinstrument.Giventhetime

sensitivityofthisstrategy,theinstrumentshouldaimtobecompletedwithin10‐15

minutes.

o Keyadvantages:Thismethodminimizesthechanceofselectionbiasandusererror.

o Keyconstraints:Thismethodistimeandlaborintensiveasitrequiresseveral

interviewerstotraveltoeachselectedpropertyatdifferenttimesofaday.

Additionally,fundingforsuchanendeavormaynotbeavailable.Assuch,this

strategywouldonlybeimplementedafterotherstrategieshavebeenexhaustedand

additionalsurveyresponseswerenecessaryforavalidresult.

2. Surveybymail.Allresidentsofselectedpropertiesaremailedasurveyinstrumentalong

withastamped,pre‐labeledreturnenvelope.Responseswouldthenneedtobemailedback

toapredeterminedSJSUmailboxortoadedicatedPOBox.Toencourageahighresponse

rate,respondentswouldbeenteredintoaraffledrawing.Follow‐upletterswouldbe

mailedoutafterasetintervaltothosewhodonotinitiallyrespond.



o Keyadvantages:Thismethodrequiressignificantlylesslaborthaninperson

surveysalongwithminimizingtheeffectofthetimesofdaychosenforcanvassing.

Duetolesslabor,thefinalcostofimplementationmaybeloweraswell.

o Keyconstraints:Thismethodrequiresalongerimplementationperiodthanin

personsurveys,assurveyswouldtake2‐3daystoreachresidents,severaldays

mustbeallottedforresidentstofillouttheinstrument,andthenthereturnofthe

surveyswouldtakeanother2‐3days.Additionally,usererrormaybemore

significantinthismethod,asrespondentsmaymisunderstandtheinstrumentor

forgettomailitback.

3. OnlineSurvey.Allresidentsofselectedpropertiesaree‐mailedaninvitationtotakethe

usersurveyviaanonlinesurveyingtool.Respondente‐mailswouldneedtobegathered,

whichcouldbedonebyempoweringsitemanagerstosendoutthee‐mailinvitation,

receivingalistofresidente‐mailsfromsitemanagers,orbyrequiringuserstosupplytheir

e‐mailaddresses.Similartooption2,araffledrawingwouldbeusedtoencouragewider

response.Follow‐upe‐mailswouldbesentouttothosewhodonotinitiallyrespond.

o KeyAdvantages:Onlinesurveyprogramstypicallycompilecollecteddata

automatically,resultinginaminimallaborrequirement.Additionally,anonline

surveywouldrequiretheleastamountoftime,asneithersurveyortimenormailing

timearerequired.

o KeyDisadvantages:E‐mailaddressesareoftenconsideredprivateinformationby

sitemanagers,residents,orboth,andassuchcouldbehardtoobtain.Selectionbias

mayoccurife‐mailaddressescanonlybeobtainedbyresidentsvolunteeringthe

information.Additionalbiascouldbeintroducedduetosomeresidentsnothaving

Internetaccessore‐mail,ornotunderstandingtheonlinesurveyprogram.

C.4.1 Deliverables

Regardlessofthemethodofdatacollection,uponreceivingsurveysfromrespondents,theresults

wouldbecompiledintoasingledatatable.Thistable,alongwiththesurveyinstrument,wouldbe

madeavailabletotheVTAintheirpreferredform.



C.5 DATA ANALYSIS

Oncerespondentdatahasbeencollectedandcompiled,itwouldbeanalyzedinordertodescribe

theparkingdemandatTODproperties,withparticularemphasisgiventodeterminingparking

demandbasedonpropertysize,dwellingunitsize,andrentalunitsvs.owner‐occupiedunits.

Analysiswouldalsobeundertakentodeterminethedifference,ifany,betweenparkingdemandat

TODandtraditionalpropertiesinSantaClaraCounty.Thefollowinganalyticalapproacheswould

beundertaken:

1. Parkingdemand.Preparedescriptivestatisticsofthekeyfactorsimportanttoevaluating

parkingdemand.

2. Correlation.Usethenumberofdwellingunits(orroomsinadwellingunit)toinvestigate

therelationshiptoparkingdemandandothervariables.Inparticular,thisinformation

couldalsobeusedtomeasurethecorrelationbetweenhousingsizeandtransitshare

and/orautoownership.

3. Regressionanalysis.Regressionanalysiscouldalsobeusedtoinvestigatetheeffectthat

differentdemographicandenvironmentalcharacteristicshaveonparkingdemandatTOD

residentialprojects.Thiscouldbedonewitheachvariableinisolation,incombination,or

bystudyingthecomparativeeffectsofeach.Analysistechniquescouldincludebest‐fit

regressionlines,logisticmodeling,scatterplots,orsensitivityanalysis.

C.5.1 Deliverables

ResultsofthisanalysiswouldbecompliedintoadraftreportforreviewbyVTAstaff.TheResearch

TeamwouldthencreateafinalreportincorporatingVTAfeedbackandcomments.



Appendix D. Master TOD List

VTA’sprioritylistoftransitandTODresidentialprojectsisprovidedbelow.

StationName StationType TODResidentialPropertiesNearby(Notes)

PaloAltoTransitCenter Caltrain 800High,OakCourt,ThePaloAlto

CaliforniaAvenue Caltrain (Uncertainwhetheranynearbydevelopmentshaveparkingthatcanbefieldobserved)

SanAntonio Caltrain TheCrossings(uncertainwhetherparkingcanbefieldobserved)

DowntownMountainView LRT/Caltrain AvalonCreekside(otherdevelopmentshaveparkingthatcannotbefieldobservedorposeobservationproblems)

SantaClaraTransitCenter Caltrain Domicilio

Whisman LRT WhismanStation(uncertainwhetherparkingcanbefieldobserved)

FairOaks LRT KenginstonPlace(otherdevelopmentshaveparkingthatcannotbefieldobserved)

Tasman LRT NorthPark

RiverOaks LRT NorthPark,Riverwood,MansionGrove

GreatMall/Main LRT Severaldevelopments(needtocheckwhichhaveparkingthatcanbefieldobserved)

Gish LRT First&Gish

Japantown/Ayer LRT VendomePlace,RylandMews,others

St.James LRT CityHeights,Axis

SantaClara LRT The88,101SanFernando,others

PaseodeSanAntonio LRT PaseoPlaza,360Residences(maynotbeoccupiedyet)

SanJoseDiridon LRT/Caltrain AvalonatCahill,Plant51,LoftsonTheAlameda

Tamien LRT/Caltrain SyklineatTamienStation

Curtner LRT CurtnerGardens

Ohlone/Chynoweth LRT Ohlone‐ChynowethCommions

Cottle LRT SantaPalmia,VillageofMarineoofPalmValley(CheckifdevelopmentsnearbyarecloseenoughtobeconsideredTODresidentialprojects)

Almaden LRT AlmadenLakeVillage

Race LRT MonteVista‐CannerySquare&MadisonPlace

Fruitdale LRT VillaFontanas,FruitdaleStation

Bascom LRT (CheckifdevelopmentsnearbyarecloseenoughtobeconsideredTODresidentialprojects)

DowntownCampbell LRT Severaldevelopments(needtocheckwhichhaveparkingthatcanbefieldobserved)

TOD Priority Station Master List

TOD Name Nearby Station City Date Age Units Occupied Affordable No. of Parking Spaces Notes

< 1/2 mile (first occupied) > 1 year

LP IP LP IP

Avalon at

Creekside

Mountain View

LRT/Caltrain

Mountain View 1963 Yes 294 98% 100% 438 total (294 resident and 144 guest) 365 1 1 - May be a TAD

Domicilio Santa Clara

Caltrain

Santa Clara 2007 Yes 306 96% 10% 568 total (387 resident, 15 handicap, 166 guest) 439 - - - under Promotheus management, VTA might be able to get permission

Whisman Station Whisman LRT Mountain View N/A Yes 503 Whisman station consists of Town homes with private parking garages. Unable to count parked cars.

Mansion Grove River Oaks and

Tasman LRT

Santa Clara 1998 Yes 924 90% ~10% 1,654 (surface and underground) 1,282 2 13 16 huge site w/ surface parking; three driveway access

North Park Tasman and

River Oaks LRT

San Jose 2001 Yes 2,760 95% 15% 4,605 (underground). Parking along the park is open

to residents, visitors, or public

3,409 6 4 49 small retail component, on-street & underground parking; 6 different properties and 7 buildings each with

their own underground parking. 2,760 apt units with at least one space for each unit. Kensington Place Fair Oaks LRT Sunnyvale 1992 Yes 186 98% ? 132 surface and 185 underground 262 - 5 - surface parking around apartments; $50 deposit for extra remote - garage is not assigned but can only be

accessed by remote. One remote per unitVendome Place Japantown/Ayer

LRT

San Jose Yes 106 May have live/work component

Ryland Mews Japantown/Ayer

and St. James

San Jose Yes 131

The 88 Santa Clara LRT San Jose Yes 197 30% Ground floor Safeway, separate underground secured parking, relatively new

101 San Fernando Santa Clara LRT San Jose Yes 323 Underground parking, ground floor retail & commercial

City Heights St. James LRT San Jose 2007 Yes 124 75% 0% 163 99 - - 1 underground parking

Axis San Jose St. James LRT San Jose 2008 Yes 329 27% 0% underground secured parking, relatively new

Paseo Plaza Paseo de San

Antonio LRT

San Jose 1994 Yes 210 95% 0% 373 (underground) 271 - - - Paseo Plaza & Paseo Villa are on the same site, with Paseo Villas having

Paseo Villas Paseo de San

Antonio LRT

San Jose 1999 Yes 104 96% 0% 240 (gated garage structure) 148 - 1 - a ground floor retail component. Does not have shared parking.

The Avalon at

Cahill Park

San Jose Diridon

LRT/Caltrain

San Jose 2008 Yes 218 > 85% 0% ~230 retail component along The Alameda, residential in rear all the way to park, podium parking.

Skyline at Tamien

Station

Tamien

LRT/Caltrain

San Jose 2009 Yes 115 98% 21% 186 car garage (including 4 handicap, 38 motorcycle,

15 guest)

132 - 4 - podium or underground parking

Curtner Studios Curtner LRT San Jose ? < 2008 Yes 178 99% 100% SRO only, looks like podium parking

Ohlone Chynoweth

Commons

Ohlone-

Chynoweth LRT

San Jose 2000 Yes 176 99% 100% 338 241 - - - podium parking, commercial/retail component, and park & ride parking adjacent to site. 18 units have

enclosed garage. These have been subtracted from the total unit count.Palm Valley* Cottle LRT San Jose Yes 1,700 Seems to be more like a TAD- Village of Marineo and Santa Palmia closest to station

Almaden Lake

Village

Almaden LRT San Jose 2000 Yes 250 97% 20% 387 total (375 underground, 12 street) 287 - - 5 underground parking

Monte Vista** Race LRT San Jose 2007 Yes 383 100% 20% 523 total (including 5 handicap, 68 guest) 320 - 11 - Right on the 1/2 mile radius border. No passcodes needed for the daytime survey.

Villa Fontanas Fruitdale LRT San Jose Yes 91 60% Fairly new- 2008

Fruitdale Station Fruitdale LRT San Jose Yes 500 Fairly new- 2008

Notes

Sites that were surveyed are highlighted in blue. The parking utilization is provided for legally (LP) and illegally (IP) parking cars and motorcycles.

This table was prepared by the SLI Team; last updated on March 21, 2010.

* Individual properties include Santa Palmia, Village of Marineo, Palma Sorrento, and Villa Veneto.

** Individual properties include Cannery Square and Madison Place.

Peak Utilization

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Appendix G. Permission to Conduct a Parking Supply and Utilization

Survey

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College of Social Sciences Department of Urban and Regional Planning www.sjsu.edu/urbanplanning One Washington Square San Jose, California 95192-0185 Voice: 408-924-5882 Fax: 408-924-5872

Questions about this research may be addressed toEduardo C. Serafin at 510-375-3997or [email protected]. Complaints about research may be presented to Prof. Hilary Nixon at 408-924-5852 or [email protected] or Prof. Dayana Salazar at 408-924-5458or [email protected].

PERMISSION TO CONDUCT A PARKING SUPPLY AND UTILIZATION SURVEY

Agreement to Participate in Research

SJSU/VTA Collaborative Research Project AA PPAARRKKIINNGG UUTTIILLIIZZAATTIIOONN SSUURRVVEEYY OOFF TTRRAANNSSIITT--OORRIIEENNTTEEDD DDEEVVEELLOOPPMMEENNTT ((TTOODD))

RREESSIIDDEENNTTIIAALL PPRROOPPEERRTTIIEESS IINN SSAANNTTAA CCLLAARRAA CCOOUUNNTTYY The Department of Urban and Regional Planning at San Jose State University is conducting research on parking utilization of Transit Oriented Developments in Santa Clara County. This property has been selected as a potential location for data analysis. With your permission, a research team of 2-3 people will enter the parking area to count parking spaces and parked cars from 11PM to 5Am on a typical weekday during the week of April 6-8. There is no anticipated risk to you, the property owner or manager from allowing the research teams in the parking area of the property. There are no benefits for allowing the research teams in the parking area of the property. The results of this study may be published, but no information that could identify you, the property owner or manager will be included. Allowing the parking survey on the property is voluntary. If you decide to allow the research team to gather parking related data from the property you are free to not answer any questions and to withdraw at any time without any negative affect on your relations with San Jose State University or with any other participating institutions or agencies. No service of any kind, to which you are otherwise entitled, will be lost or jeopardized if you choose to not to allow the research. By signing below we will know that you have agreed to allow SJSU students from the Department of Urban and Regional Planning to enter the parking area and gather the necessary data of parked cars and parking spaces. Thank you for your cooperation. Signature Date Name

Property Name & Address



Appendix H. Pre-Survey On-Site Reconnaissance Checklist

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Appendix I. Peak Parking Utilization Field Survey Instructions

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Appendix J. VTA On-Site Parking Survey Form

!"#$%&''&()*+$,-+#$."&(.$/"#$%&04$1.#=$/&$5&*=15/$/"#$,-0D)*+$.102#38$

Fill in your name and contact information as the surveyor who completed this form.

Team Leader: Date: April 6 (Tues) 7 (Wed) 8 (Thurs)

Survey Field Crew:

Start time: AM

PM

Lead Contact #: End time: AMPM

TOD Name: Nearest LRT Station:

TOD Address:

Parking Type:(circle one)

3. Multi‐level garage 4. Other

# Parking Spaces(info from property website or property manager)

3. Garage

4. Guard

(access code)

VTA ON‐SITE PARKING SURVEY

Section 1. Survey Information

Section 2. TOD Location

Use info collected from Pre‐Survey Visit to complete Section 2 prior to the night survey. Make sure the correct information corresponds to the correct TOD site. Refer to site map for exact location of parking lot and entry access.

1. Surface Lot Access: 1. Gated(circle one)

2. Open

(access code)

2. Underground

Notes from pre‐survey visit:

# Motorcycles Parked Legally:

# "Unofficial" Parked Motorcycles:(cars parked at unmarked spaces) (parked in front of a parked car or unmarked space)

Motorcycles Subtotal:

NOTES:# Total Vehicles Parked:

# Total Parking Supply Available:

% Parking Occupied:

(Name)

(Phone)

Section 3. Parking Survey

Complete Section 3 by recording the number of parked cars. Complete parking supply prior to nighttime survey.Note: Motorcycles are counted separately

# Cars Parked Legally:

# "Unofficial" Parked Cars:

Cars Subtotal:



References

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About the Research Sponsors

SAN JOSÉ STATE UNIVERSITY

DEPARTMENT OF URBAN AND REGIONAL PLANNING

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