2008-12-18-HATS-min - Laserfiche WebLink

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Mr. Domnitz noted that when towns set parking standards in their zoning, most existing businesses will be non-conforming, which may constrain their development. Parking ratios were discussed. Lincoln’s ratio is high and often sends applicants in to the Zoning Board of Appeals. Catherine Perry pointed to a copy of the MAPC 2009 calendar which includes a map of parking ratios by town; there is wide variation but several suburban towns have high ratios. Lexington commented that businesses sometimes make arrangements to use off-site spaces and that this causes complications with the counting of spaces. Bedford has encountered similar complications with dual use of spaces. Lexington has an attended parking lot that maximizes use of the available land and helps to offset the scarcity of private spaces. The group discussed whether towns sometimes use parking as a tool to control the intensity or type of development, rather than dimensional and use controls. Jeanne Krieger mentioned that a UCLA professor argues that off-street parking should be limited and charged for. Mike Rosenberg commented that, if a town is aiming to protect its town centers, such a policy may be counterproductive. Some towns receive complaints about inadequate parking when, really, the issue may be proximity. There seems to be a different perception of distance in local centers compared to large mall developments. Different types of centers were discussed. Bedford’s centers are 1950s-style shopping centers or strip malls, rather than “traditional centers.” A renovation is planned for the center that is based around Whole Foods and Marshalls. The new center will incorporate outdoor seating and landscaping, but currently no housing is proposed, and public transportation is limited. West Concord is believed to attract people who wish to live close to services. Lexington and Bedford feel that they have lost diversity in their retail stores, in favor of banks and coffee shops. Office Buildings and Office Parks Mr. Domnitz asked whether towns have any policies to limit traffic demand. Lexington has a policy that requires developers to use measures to reduce vehicle trips. There was uncertainty about its effectiveness; there may be a need to ask employers to take more responsibility. Different parking ratios may be appropriate for different types of business. Performance measures, such as modal split or percentage of multi-occupancy vehicles, were suggested. Targets may incentivize businesses. It may be necessary to involve developers and tenants in finding solutions. Flexible hours can spread the peak traffic flow but may operate against carpooling. A large employer in Lexington uses shuttle vans from Alewife and has a significant number of employees who cycle to work. The Hayden Avenue area is well-served, but Hartwell Avenue is more problematic. Higher density development may encourage carpooling and shuttles. On the question of whether demand management requirements deter developers, Richard Canale suggested that transparency and consistency in the requirements are more important than cost. Mitigation fees can be required as a condition of a special permit and can be used for infrastructure or transit access. If a planned development has to go to Town Meeting, mitigation fees can be part of the package. Anne Shapiro noted that a van shuttle to the railway station would have been beneficial in connection with a recently-approved Ch 40B housing development in West Concord, but the town did not require it. Lexington’s Avalon development contributes to a shuttle to Alewife. The developers were initially reluctant, but have found it to be a marketing point. Parking for Mass Transit In West Concord, the MBTA controls station parking. The level of fees appears to affect 2