Date
To
July 1, 2016March 18,
MaineDOT
2016 Technical Memorandum
From
Paul T. Godfrey, PE Subject
Town of Wiscasset Downtown Parking Feasibility Needs Analysis – Option 2 BACKGROUND MaineDOT is evaluating the opportunity tonon-bypass alternatives to improve regional and local traffic movements along U.S. Route 1 (Main Street) through Downtown Wiscasset. The goal is to reduce major seasonal traffic delays and to improve public safety by reducing pedestrian-vehicle conflicts and reducing major traffic delays caused by seasonal traffic volumes along Route 1. MaineDOT has developed two build options to address this safety and mobility need. A third option is to do nothing. Key features of these two build options are: defined in Table 1. Option Option 1
Key Features Improves pedestrian crossing and safety along Main Street Provides Nnew Main Street traffic and pedestrian signals at Water & Street and at Middle Street Removes some on-street parking along Main Street between Water and Middle Street for pedestrian bump-outs (8 spaces) Narrows the width of Main Street by 6 feet to allow for sidewalks meeting ADA requirements Adds a Nnew sidewalk, on-street parking and a parking lot on Railroad Avenue Adds Nnew parking spaces at the existing Town Wharf Provides Nnew pedestrian and way-finding signage Results in a Nnet increase in downtown parking of : in Downtown: +41 spaces
Option 2
Improves pedestrian crossing and safety along Main Street Provides Nnew Main Street traffic and pedestrian signals at Water Street &and at Middle Street Removes all on-street parking along Main Street between Water and Middle Streets (26 spaces) Narrows the width of Main Street by 6 feet to allow for sidewalks meeting ADA requirements for wider sidewalks and pedestrian bump-outs (26 spaces) Adds a new 29-space parking lot on Water Street Adds a nNew sidewalk, on-street parking and a parking lot 1
on Railroad Avenue Provides Nnew parking spaces at the existing Town Wharf Provides Nnew pedestrian and way-finding signage Results in a Nnet increase in downtown parking of in Downtown: +53 spaces
Table 1 – Key Features of Two Options to address Safety and Mobility HNTB has been retained to conduct a Downtown Parking Feasibility Needs Analysis for Option 2 only (no on-street parking on Main Street between Water and Middle StreetsBoulevard Option) to evaluate the added benefit ofto determine if adding a 29-space parking lot on Water Street, immediately south of Route 1 is warranted. Option 2 is shown in Figure 1.
Figure 1: Option 2 – Main Street Boulevard/MaineDOT INTRODUCTION The Town of Wiscasset is located in mid-coast Maine and its village overlooks the Sheepscott River. Downtown Wiscasset, part of the nationallydesignateddeisgnated Wiscasset Historic District, is a historic village setting and is a combination of restaurants, shops, attractions, and architectural landmarks. US Route 1 runs through Downtown Wiscasset and carries a combination of local and regional traffic – varying from 15,000 vehicles on an average day to over 25,000 vehicles during the peak summer days. Traffic congestion in Wiscasset is well-documented and can back-up for miles in each direction on weekends primarily in July and August and over holiday weekends in the spring and fall. The majority of vehicles traveling along US Route 1 in Wiscasset during the summer are through or external trips, meaning that vehicles either do not stop in Wiscasset or have one end of their trip that starts or ends outside of 2
the Town of Wiscasset. The Gateway 1 Origin-Destination Report1 estimated that almost 80% of all traffic traveling in Wiscasset during the summer period was either through or external trips, one of the highest percentages for towns along US Route 1 in mid-coast Maine from Brunswick to Prospect. Parking in Downtown Wiscasset is primarily on-street parking along US Route 1 and side streets intersecting this main thoroughfare. Some off-street parking areas are also found near the riverfront and small parking lots on Water and Middle Streets. On-street parking along US Route 1 consists of 33 angled parking spaces located between Water Street and Middle Street. Businesses served along this section of Downtown Wiscasset are specialty retail such as antique stores and art dealers andwith some seasonal retail shops. Between Water Street and the Sheepscott River waterfront are several restaurants that attract large numbers of tourists during the spring, summer, and fall seasons. US Route 1 is heavily traveled along this section of Downtown Wiscasset. Through-traffic traveling through Downtown Wiscasset can be interrupted by vehicles turning into and out of parking spaces along US Route 1, a large number of pedestrians crossing the highway (270 people per hour and over 100 crossings per hour measured by MaineDOT) and local streets, and vehicles slowing to capture images of this historic Maine village. Recent eEfforts to construct a bypass of Downtown Wiscasset were recently halted in 2011, leaving MaineDOT and the Town of Wiscasset to consider other options to address seasonal congestion and safety issues. APPROACH AND METHODOLOGY Many downtown and village communities seek to create places where the interaction of all modes – vehicles, pedestrians, bicycles, and transit – can operate safely and efficiently. Businesses located in these downtown and village areas depend on adjacent and nearby parking for both customers and employees. This parking feasibility needs analysis will seek to determine the added benefit of constructing a 29 space, off-street surface parking lot on Water Street in combination with other on and off-street parking additions and modifications made being proposed as part of Option 2. The approach to determine the added benefit will consist of the following steps: Step 1 – Identify other similar locations. A search of other similar locations – downtowns or villages with similar characteristics – that have had on-street parking removed to accommodate a high volume of through traffic and/or to address safety concerns will be conducted. Locations identified will be evaluated and compared to Option 2 approach. Step 2 – Conduct a literature search. An extensive search of publications, reports, and/or studies that have evaluated the relocation of on-street parking to off-street or adjacent parking areas will be conducted. A best practice assessment will also be provided to identify a national perspective to the Downtown Wiscasset transportation 1 2006, Gateway 1 Origin-Destination Report, HNTB Corporation for MaineDOT
3
issues. Relevant findings will be identified and key information summarized. Step 3- Evaluate Option 2. This evaluation will consist of a parking needs analysis to determine approximately how many parking spaces are needed to support businesses along this section of US Route 1. This evaluation will also include a review of the detailed concept plan for Option 2 developed by MaineDOT showing pedestrian and streetscape improvements, traffic signal and roadway modifications, and on-street and off-street parking modifications and additions.
Identification of similar locations and literature search were conducted by transportation planning professionals, seeking to identify both local and national locations and information for comparison. IDENTIFICATION OF SIMILAR LOCATIONS A search of both Maine and national case studies has identified the followingwas conducted to identify locations where on-street parking was removed in front of businesses in order to address improving mobility and safety through the specified community. Table 2 identifies the locations and summarizes the findings. While there were many locations identified that have removed a small number of on-street parking spaces to accommodate intersection improvements or the addition of turning lanes, only a few locations were identified where on-street parking had been removed over a block or more in favor of improving traffic mobility and flow.. Table 2 identifies and summarizes three locations, but none of them are analogous to the situation in Wiscasset, where U.S. Route 1 serves as both a major regional highway serving the entire midcoast region as well as being the downtown Main Street for local traffic. Since there is no viable alternate routehighway nearby, regional traffic must travel through the Village’s Main Street. Location Orono, Maine
Date 1990’s
Freeport, Maine
Various, over time
Findings On-street parking removed from Route 2 (Main Street) in 1990’s to address congestion issues through downtown. Result was improved traffic flow through downtown, however, severe impacts to businesses. A Llarge, public parking lot was constructed to replace on-street parking. Businesses that survived (banks, convenience store, Town offices) had own offstreet parking. Nature of businesses changed. and Sseveral replaced front door with rear door entrances. AADT is approximately 13,000. On-street parking available north of Mechanic Street on US Route 1/Main Street. No on-street parking on Main Street south until after Holbrook Street. On-street parking existed on Main Street south of Holbrook Street but was removed over time 4
Medfield, Massachusetts
with the addition of off-street parking lots during L.L. Bean expansion and the growth of retail outlets. Freeport is more of a destination location than is Wiscasset. Businesses thrive with off-street parking that is well signed and visible from Main Street. AADT is approximately 11,300. 1990’s Medfield, MA is a small Massachusetts community with a thriving, well-established downtown. Route 109 (Main Street), on the National Highway System (NHS), runs through Downtown and has an AADT of approximately 28,000. Traffic is heavy in the morning and evening during peak commuting periods. Approximately 6- to 8 on-street spaces were removed along Main Street to improve traffic flow and pedestrian/vehicle safety as part of a downtown improvement project. Lost onstreet parking was accommodated by oOff-street parking was provided immediately behind the Main Street businesses. Table 2 – Summary of Similar Locations
While there were many locations identified that have removed a small number of on-street parking spaces to accommodate intersection improvements or the addition of turning lanes, only a few locations were identified where on-street parking had been removed over a block or more in favor of improving traffic mobility and flow. The most comparable location was in Orono, Maine where on-street parking had been removed in the 1990’s to allow widening and intersection improvements along Route 2 in the downtown area. In speaking with the Town Planner for Orono, we understood that existing businesses had suffered following the removal of on-street parking and the businesses that survived had an off-street parking lot available for customers. Freeport, Maine was also comparable as parking along the southern section of the downtown had been removed over time along US Route 1. However, Freeport has developed a significant amount of off-street parking to accommodate need and has developed into a major shopping destination area. Some on-street parking still remains along the northern section of the downtown. The Town Planner for Freeport indicated if parking were to be removed along the northern section, it was felt that ample, nearby parking was available either on side streets or in surface/garage lots throughout the downtown and those businesses would be minimally impacted. It was noted that removal of on-street parking does pose challenges for deliveries and loading. LITERATURE RESEARCH A review of over 20 publications, reports, and studies was completed as part of this parking feasibility needs analysis. Appendix A contains the full list of literature reviewed. From this extensive review, several key materials were identified that most directly discuss and address proposed Option 2. Table 3 summaries these materials and key findings.
5
Title/Author/Date How far should parkers have to walk?/National Parking Association/May 2008 On-Street Parking on State Roads/ITE Annual Meeting Compendium by Virginia Sisiopiku, PhD/2001
Parking Management and Supply/TCRP Report 95/2004
Parking at Mixed-Use Centers in Small Cities/UConn Civil Engineering Department/Presented at TRB 2005
Seasonal Parking Analysis – Freeport, Maine/Walker Parking Consultants/2007
Mitigating the Loss of Parking in the Central Corridor/City of St. Paul, MN Department of Planning and Economic Development/2009
Transportation Planning Handbook/ITE/2009
Key Findings For high turn-over retail parking, maximum walking distance ranges from 300’ to 600’. Specifically, for surface lots, the range identified for LOS A is 350’. Visibility and accessibility to parking are key factors. On-street parking affects roadway capacity. Capacity can be reduced from 10-30% for a single lane of traffic passing on-street parking. On-street parking affects safety, but crashes are typically less severe. Angled parking is more hazardous than parallel. Placement of on-street parking near businesses and retail uses improves accessibility and customer convenience. On-street parking is state-of-the practice when communities are revitalizing downtowns or CBD’s. Economic viability is a key factor in the consideration of on-street parking. Prohibition of on-street parking during peak periods can be considered. Identifies the concept of “peripheral parking” facilities that are adjacent to CBD’s. Shopping trips are more sensitive to parking availability. Average walking distance from parking space to CBD destination for small communities for retail/shopping trips is 280’ and 270’ to 300’ for high turnover trips. Paper noted that on-street parking has higher demand than off-street parking during peak periods. Referenced 1971 Highway Research Board Report (Special Report 125) that recommended on-street parking in downtown areas should be eliminated altogether to address traffic and safety concerns. Identified Discretionary Users as customers, visitors, or guests that are unfamiliar with an area or site and require parking within line of sight of an intended destination. Also noted that discretionary users want the highest LOS (LOS A) for their proximity between parking and their designation (350’ for surface lots). Study to evaluate options for significant loss of onstreet parking along the Central Corridor in the City of St. Paul, MN. Study identified places of underutilized on-street parking off of the Central Corridor (University Avenue) that could be utilized as well as off-street parking locations. Deliveries and loading were cited as key issues in places where onstreet parking was removed. Planning Principles for typical downtowns (Table 125) notes that on-street parking should be discouraged along main shopping streets. 6
Table 3 – Summary of Key Literature Research Two key findings are taken from the literature search: 1) Removing on-street parking is anticipated to increase traffic flow/mobility and reduce crashes 2) Parking for the type of businesses located in Downtown Wiscasset must be in close proximity (generally defined as 300-400 feet from the literature sources cited above) and highly visible as they are very dependent on pass-by traffic. From a transportation perspective, Option 2 would eliminate the majority of Main Street on-street parking in Downtown Wiscasset and is anticipated to result in increased traffic flow and a reduced number of crashes due to reduced vehicle to vehicle and vehicle to pedestrian conflicts. Traffic signals at Main/Water and Main/Middle streets will also improve pedestrian safety by introducing signalized pedestrian crossing locations. The signalized crossings will reduce the number of crossings from about 100 per hour to 30 per hour, as based on the proposed minimum traffic signal cycle of two minutes. Overall, traffic delays are expected to be reduced by 58%. From a business andparking downtown perspective, Option 2 removes 33 parking spaces from Downtown Wiscasset, but results in a 53 parking space net increase, from 141 to 194. However, nNot all of these spaces are within a reasonablethe generally-recommended walking distance of to the Main Street businesses located between Water and Middle Streets for this type of business as identified by several sources (approximately 300-400’). However, a new 29-space parking lot proposed on Water Street, coupled with two existing municipal parking lots located on Middle Street, will be within the recommended walking distance to these businesses.. In order to fully understand if the proposed 29-space off-street parking area on Water Street adds benefit to Option 2, a parking needs analysis should bewas conducted to determine the number of parking spaces needed in reasonable proximity to these businesses. A The parking needs analysis was completed as part of this feasibility analysis and is detailed in the following section. It should be noted that there are numerous publications, studies, and reports that promote on-street parking. On-street parking is consistent with the state-of-the-practice for communities to create economically viable, walkable, and vibrant downtowns or villages. However, these areas are intended to create slower moving traffic and are not designed to accommodate the summer high volumes of through-traveling traffic such as along US Route 1 in Wiscasset. PARKING NEEDS ANALYSIS HNTB has analyzed the parking needs for Downtown Wiscasset under Option 2 which removes approximately 33 on-street parking spaces, adds a new 29space off-street parking area on Water Street, and makes other minor side
7
street modifications to on-street parking to accommodate other transportation improvements. The parking needs analysis identified parking requirements for businesses in Downtown Wiscasset only, along Main Street from the riverfront to Federal/Fort Hill Street. This includes businesses immediately adjacent to Main Street along Railroad Avenue, Water Street, Middle Street, and Federal/Fort Hill Street. The businesses analyzed for parking needs are primarily specialty retail (art galleries, antiques), with some high-turnover restaurants (Reds Eats, Spragues Lobster, Sarah’s Cafe) and a few bake/coffee shops. For the parking needs analysis, all parking demand calculations are based on the Institute of Transportation Engineers (ITE) Parking Generation Manual 4th Edition dated 2010. Per ITE guidance, downward adjustments should be applied when calculating parking demand for Central Business Districts (CBD’s). The This analysis for the parking demand is being limited to the Downtown Wiscasset area2, which for the parking demand analysis will be considered a CBD. As per industry standards, the acceptable reduction for shared uses and vacancies were are as follows; 7% reduction for vacancies and 20% reduction for shared use, resulting in athe total parking demand reduction for “Downtown” Wiscasset would beof 27%. The parking needs analysis was conducted in two steps: 1) Estimate parking demand for a peak weekend for Downtown Wiscasset businesses 2) Estimate how many parking spaces are within a reasonable proximity for the types of businesses in Downtown Wiscasset Understanding the findings from the parking analysis will assist in determining the benefit/need of the proposed 29-space parking lot on Water Street. Detailed results of the parking needs analysis are found in Appendix B. Table 4 summarizes the parking requirements for the Downtown Wiscasset businesses3and identifies how many striped spaces are located within specific radii (300’, 400’, beyond) as identified in Option 2. Peak Parking Spaces Needed near Main Street 92
Striped spaces within 300’ radius of Downtown4 106
Striped spaces within 400’ of Downtown 124
Total Striped Spaces within Downtown5 194
2 Main Street from Federal/Fort Hill Street to Town Wharf 3 Parking requirements do not include estimate of parking for 2 nd and 3rd story uses for Downtown businesses where applicable. Parking requirements also do not include employee parking. 4 Includes all of proposed 29-space parking lot on Water Street. 5 Estimated number of striped spaces. Does not include spaces at Wiscasset Yacht Club or south of Fore St.
8
Table 4- Parking Needs and Availability in Downtown Wiscasset – Option 2 Based on the parking needs analysis, we determined that approximately 92 parking spaces are required to accommodate peak-period demand for the Downtown Wiscasset businesses. Many of these businesses are specialty retail and require parking to be within close proximity. Under Option 2, there are 106 striped spaces within 300’, 124 striped spaces within 400’ and there are a total of 194 striped spaces in the Downtown area. However, manysome of the total striped spaces are intended for businesses located on Railroad Avenue and Water Street. The new Water Street parking lot and the two existing Middle Street parking lots are within beyond a reasonable walking distance to the Main Street businesses located between Water and Middle streets based on information provided in this technical memorandum. Figure 3 shows the spaces within a 300’ and 400’ radius for the Main Street Boulevard Optionfrom the midpoint of the CBD under Option #2.
300’
400’ radius
Figure 3 – approximate 300’ and 400’ walking radius from Downtown Wiscasset EVALUATION OF OPTION 2 - MAIN STREET BOULEVARD HNTB has reviewed Option 2, dated February 2016, provided by MaineDOT. The following comments on the Option are offered. Consider allowing left turns from US Route 1 SB onto Water Street at the signalized intersection towards the proposed 29-space parking area. Adequate space appears to be available on US Route 1 to allow a short left turn lane SB similar to the one proposed at US Route 1 SB 9
onto Middle Street. This would be set opposite from the NB US Route 1 left turn lane and would be signed for downtown business parking. Additional of this left-turn lane, however, would increase the pedestrian crossing distance and pedestrian signal time at this intersection. Enhanced wayfinding signage. Strong wayfinding signage will be key for Option 2. Suggest signing parking for Red’s Eats and Sprague Lobster to parking areas at the Wharf or along Railroad Avenue where patrons are more likely to walk longer distances to these destinations. Downtown parking can be directed to on-street parking on side streets or to the proposed 29-space parking area. On-street parking changes. Consider keeping the on-street parking spaces on Water Street and Middle Street immediately north of Route 1as these are the most convenience spaces for vehicles turning from US Route 1. Remove spaces on opposite side of each street as these are the more difficult to access. US Route 1 on-street parking changes. Consider replacing the angled parking spaces on US Route 1 immediately north of Middle Street with parallel spaces if adequate space is available. Parking studies and research have identified that parallel parking is safer and improves traffic flow over angled parking. Remove proposed trees at access to proposed 29-space lot. Maximizing visibility to this lot will be essential and suggest removing proposed trees at northerly entrance to this proposed 29-space parking area. Add Commercial vehicle spaces. Suggest adding signed, designated commercial vehicles spaces for loading/unloading only on Water and Middle Streets to accommodate deliveries and loading/unloading needs for Main Street businesses.
CONCLUSION Based on the evaluation of other similar locations, literature research, and parking needs analysis conducted, HNTB offers the following conclusion to this parking needsfeasibility assessment question for Option 2: Is there a need foradded benefit to the proposed 29-space parking area on Water Street? Based on the results of the parking needs analysis, the proposed 29-space parking area on Water Street is needed to support parking demand for businesses that will lose on-street parking along Main Street in Downtown Wiscasset. Not providing this 29-space parking area will would result in a shortage of needed parking spaces needed for unfamiliar motorists who are less likely to stop and shop in high-turnover seasonal/tourism businesses if parking is not provided in convenient, visible locations. If the proposed 29space parking area is constructed, it should be as visible as possible with strong wayfinding signage. It is anticipated that there will be some adverse impacts to businesses with the removal of on-street parking on Main Street even with the proposed 29space parking area. Truly comparable case studies are split on the impacts of 10
removing on-street parking, the types of businesses affected and limited visibility are key factors in this conclusion. Option2 is anticipated to help improve traffic flow and mobility along US Route 1 in Downtown Wiscasset, as well as reduce the number of crashes. This will be accomplished by the addition of two signalized intersections along Main Street at Water Street and Middle Street and removal of on-street parking between Middle Street and Water Street. Pedestrian safety is also anticipated to be improved with bulb-outs to reduceby reducing pedestrian crossing distances, adding signalized pedestrian crossing locations, and creation of providing wider sidewalks along Main Street to help facilitate pedestrian flow and create a strong sense of place in the Downtown. Option 2 will also result in a net increase in striped parking spaces within Downtown Wiscasset. Side street businesses may also benefit from the addition of the proposed 29-space parking lot on Water Street. These benefits should be carefully balanced against the potential adverse impact to Main Street businesses due to loss of on-street parking.
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QUALIFICATIONS OF STAFF INVOLVED The following HNTB staff participated in the development of this technical memorandum. Their roles and qualifications are provided below.
Paul Godfrey/Project Manager/Transportation Planner – Local Research, Parking Needs Analysis, Technical Memorandum Preparation Raymond Faucher/Transportation Engineer - Local Research Katie Theis/Lead Planner and Urban Designer - National Research, National Parking Perspective and State-of-the Practice Assessment
Paul Godfrey is a traffic engineer/transportation planner with HNTB. He has more than 27 years of experience and has been involved in a wide range of transportation planning and design projects performing transportation planning, traffic engineering analysis and system design. His areas of specialization include analysis of transportation planning and evaluation, toll road feasibility analysis, traffic and revenue forecasting, traffic signal phasing and timing, intersection layouts, sign and pavement marking design, traffic impact evaluation, transit analysis and design, bicycle and pedestrian facility planning and design, air quality assessment, ITS planning and design, data collection, parking analysis and layouts, roadway layouts, as well as traffic control and maintenance of roadways. He is intimately familiar with the Town of Wiscasset from the Gateway 1 Study conducted for MaineDOT from 20032009. He has been involved in numerous parking studies for MaineDOT, the Maine Turnpike Authority, NHDOT, and MassDOT. Ray Faucher is a senior transportation engineer in the transportation planning/engineering department in HNTB‘s Westbrook, Maine office and has 40 years of experience in the transportation engineering field. His responsibilities include both management and design of transportation projects. Prior to working at HNTB, Ray was the designer of numerous urban and rural highway projects for the Maine Department of Transportation (MaineDOT). Ray has worked on numerous transportation studies, including EA and EIS efforts in Augusta, Bath, Gray, Portland, Skowhegan and in Aroostook County. He brings a strong knowledge and perspective of Maine locations where seasonal congestion causes significant traffic congestion. Katie Theis is the Lead Planner/Urban Designer in HNTB’s New York City office. With more than 16 years of experience in urban design and planning, Katie’s work focuses on the development of sustainable communities the integration of transportation and land use planning. Her project experience includes the planning and design of mixed-use and transit-oriented developments, station area planning, public spaces, greenways, streetscapes, complete streets as well as regional and strategic planning and sustainability guidance. Katie has participated in parking planning and complete street studies for agencies such as NJ Transit, SEPTA, New York State DOT, New York Thruway, City of Philadelphia, and Chicago Transit Authority.
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APPENDIX A – LIST OF DOCUMENTS REVIEWED FOR LITERATURE RESEARCH
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Documents Reviewed American Planning Association. 2009. Parking Solutions. https://www.planning.org/publications/. Barman, Todd. 2013. Finding Your Way Downtown: Developing a Main Street Program. http://www.preservationnation.org/main-street/main-streetnews/story-of-the-week/2013/130711wayfinding/finding-your-waydowntown.html. Created July 11, 2013. City of St. Paul, MN Department of Planning and Economic Development. 2009. Mitigating the Loss of Parking in the Central Corridor. www.centralcorridor.org . April 2009. City of Terre Haute, IN. 2014. Downtown Parking and Pedestrian Study. Prepared by HWC Engineering and Traffic Engineering, Inc. http://www.terrehaute.in.gov/mayors-office/dt-parking-and-ped-study-final.pdf August 2014. Fitzgerald & Halliday, Inc. Norwalk Parking Master Plan. 2012. Accessed at. http://norwalkct.org/DocumentCenter/Home/View/3928. FHWA, USDOT. 2003. Low Cost Traffic Engineering Improvements: A Primer. http://www.ops.fhwa.dot.gov/publications/low_cost_traf/low_cost_traf.pdf April 2003. Institute of Transportation Engineers. 2009. Transportation Planning Handbook, 3rd Edition. Institute of Transportation Engineers. 2010. Parking Generation, 4th Edition. ITDP. 2014. Better Streets, Better Cities, and Less Parking. https://go.itdp.org/pages...age.action?pageId=54888250. Winter 2014 Jaffe, Eric. 2015. The Complete Business Case for Converting Street Parking into Bike Lanes. www.citylab.com/cityfixer/2015/03/the-complete-businesscase-for-converting-street-parking-into-bike-lanes. March 2015. Marshall, Wesley and Garrick, Norman. 2005. Parking at Mixed-Use Centers in Small Cities. TRB Paper for 85th Annual Meeting. http://trrjournalonline.trb.org/doi/abs/10.3141/1977-21. November 2005. Marshall, Wesley and Garrick, Norman. 2008. What Street Parking Can Do For Downtowns. Tribune digital – The Courant. http://articles.courant.com/200805-18/news/plcgarrick0511.art. May 2008. Marshall, Garrick, and Hansen. 2008. Reassessing On-Street Parking. Transportation Research Record 2046. www.trrjournalonline.trb.org/doi/pdf/10.3141/2046-06
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McCahill, Haerter-Ratchford, Garrick, and Atkinson-Palombo. 2013. Parking in Urban Centers: Policies, Supplies, and Implications in Six Cities. www.trrjournalonline.trb.org/doi/abs/10.3141/2469-06 . TRB 2014 Annual Meeting. Sisiopiku, Virginia. 2001. On-Street Parking on State Roads. www.trid.trb.org/view.aspx?id=709593 August 2001. Smith, Mary and Butcher, Thomas. 2008. How far should parkers have to walk? National Parking Association PARKING. www.walkerparking.com/.../Smith-Butcher-How-Far-Should-You-Walk. May 2008. Transportation Research Board, Report 95, Chapter 18. 2003. Parking Management and Supply. TCRP Report 95. http://onlinepubs.trb.org/onlinepubs/tcrp/tcrp_rpt_95c18.pdf . October 2003. Transportation Research Board. 1956. Parking and its Relationship to Business. Highway Research Board Special Report. Transportation Research Board, Transit Supportive Parking Policies and Programs . http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp? ProjectID=3830 US EPA. 2015. Greening America’s Capitals: Montpelier, Vermont . http://www2.epa.gov/sites...cuments/gac_montpelier.pdf . June 2015. US EPA, Traffic Flow Improvements. https://www3.epa.gov/otaq/stateresources/policy/transp/tcms/traff_improv.pdf Walker Parking Consultants. 2007. Freeport Seasonal Parking Study. www.freeportmaine.com/inc/scripts/file.php?file_id=804 . January 2007.
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APPENDIX B – PARKING NEEDS ANALYSIS
16
17
Art Gallery
Restaurant
Restaurant/Cafe
Vacant
Store/Shop
Store/Shop
Store/Shop
Restaurant (Sarah's)
Restaurant (Sprague Lobster)
Restaurant (Reds Eats)
Art Gallery
Art Gallery
Art Gallery
Restaurant/Cafe
Antiques/Retail/Books
Antiques
Art Gallery
Museum
106
100
80
72
68
64
60
45
No #
No #
55
63
67
75
85
101
111
121
Antiques
Bookstore
Emporium
Antiques
Antiques
Antiques
Hair Salon
Antiques
53
40
52
51
55
57
49B
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Institutional
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Map General
Apparel Store
Furniture Store
Apparel Store
Apparel Store
Apparel Store
Apparel Store
Apparel Store
Apparel Store
Apparel Store
Museum
Furniture Store
Apparel Store
Apparel Store
Bread/Donut/Bagel Shop w/o Drive Thru
Furniture Store
Furniture Store
Furniture Store
High Turnover Restaurant
High Turnover Restaurant
High Turnover Restaurant
Apparel Store
Apparel Store
Apparel Store
Apparel Store
Bread/Donut/Bagel Shop w/o Drive Thru
High Turnover Restaurant
Furniture Store
Furniture Store
Parking Generation Table Category
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Commercial
Lower Level Use
Notes 1. Assumes all upper level uses are residential or supporting business offi ce with off-street parking 2. Parking values taken from Parking Generation, 4th Edition, ITE. 3. Parking values reduce by 27% to account for vacancies and CBD, per the ITE Transportation Planning Handbook, 3rd Edition, ITE 4. Parking demand calculated by dividing average demand by number of hours in peak period. 5. Parking demand for Red's and Sprague Lobster based on estimated number of seats 6. Parking demand for #80 Main Street based on estimated area for Bakery/Cafe
Antiques
8
49
Of Main Street
Frame Studio
Land Use Main Street
35
Number
Wiscasset - Parking Needs Analysis (Numbers for buildings are shown on Main Street Boulevard Plan) Main Street from Federal/Fort Hill Street to Waterfront - all businesses approximately 300' from center of downtown
722.93 1773.41 2008.73 3591.58 1657.31 1241.32 2861.45
1 1 1 1 1 1
Not assumed
Not assumed
Not assumed
Not assumed
Not assumed
Not assumed
Parking Rates Used Furniture Store Apparel Store Bread/Donut/Bagel Shop High Turnover Restaurant High Turnover Restaurant Museum
1848.64
Not assumed
4130.89
3234.00
1
2921.28
1
Not assumed1
2210.29
1
Not assumed1
Not assumed
Not assumed
Not assumed
Not assumed
Not assumed
Not assumed
Not assumed
Not assumed
3054.47
88
Not assumed1
Not assumed
1
80
1
Not assumed
1056.59
4006.62
1
Not assumed
1
2301.97
1
2461.86
739.92
1
1
1259.23
Not assumed1
1403.73
1495.47
Not assumed1
1
1800
Not assumed1
1657.31
1140.95
Not assumed1
1
1466.47
Not assumed1
1
1979.71
Not assumed1
Not assumed
Gross SF or Seats
Upper Level Use
0.82 0.89 3.85 2.65 0.16 1.04
0.89/1000 SF
0.82/1000 SF
0.89/1000 SF
0.89/1000 SF
0.89/1000 SF
0.89/1000 SF
0.89/1000 SF
0.89/1000 SF
0.89/1000 SF
0.55/1000 SF
0.82/1000 SF
0.89/1000 SF
0.89/1000 SF
3.85/1000 SF
0.82/1000 SF
0.82/1000 SF
0.82/1000 SF
0.16/Seat
0.16/Seat
2.65/1000 SF
0.89/1000 SF
0.89/1000 SF
0.89/1000 SF
0.89/1000 SF
3.85/1000 SF
2.65/1000 SF
0.82/1000 SF
0.82/1000 SF
Spaces per Unit-Lower
2.5 92.04
1.0
1.5
3.2
1.8
1.6
0.6
1.6
3.7
3.4
2.4
2.0
2.7
4.1
2.0
1.2
1.4
14.1
12.8
10.6
2.0
0.7
1.1
1.3
6.9
3.0
1.2
1.6
Parking Amount
spaces per 1,000 sf per peak hour with reduction for CBD spaces per 1,000 sf per peak hour with reduction for CBD spaces per 1,000 sf per peak hour with reduction for CBD spaces per 1,000 sf per peak hour with reduction for CBD spaces per seat per peak hour with reduction for CBD spaces per 1,000 sf per peak hour with reduction for CBD
N/A TOTAL PARKING SPACES NEEDED
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
Spaces per Unit-Upper