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INTRODUCTION........................................................................................................................................1
StudyArea............................................................................................................................................................
2
PlanningProcess.................................................................................................................................................2
EXISTING PARKING SUPPLY...................................................................................................................5
ExistingParking Utilization.................................................................................................................................5
UtilizationSurvey Findings.................................................................................................................................8
EXISTING PARKING NEEDS..................................................................................................................13
FUTURE PARKING NEEDS.....................................................................................................................15
Short -Term Redevelopment Assumptions (1-3 years)....................................................................................15
Mid -Term Redevelopment Assumptions (4-5 years)......................................................................................
15
Long -Term Redevelopment Assumptions (5+ years)......................................................................................
15
Long -Term Phase 1 Redevelopment Assumptions(5-8Years)........................................................................15
Long -Term Phase 1 Redevelopment Parking Needs (5-8Years).....................................................................
16
Long -Term Phase 11 Redevelopment Assumptions (8+Years)........................................................................21
Long -Term Phase 11 Redevelopment Parking Needs (8+Years).....................................................................21
RECOMMENDATIONS............................................................................................................................25
Monitor On -Street and Off -Street Parking Utilization.....................................................................................25
Form a Downtown Parking Commission.........................................................................................................25
Implement On -Street Parking Restrictions......................................................................................................26
ImplementWayfinding Signage.......................................................................................................................28
Plan for Future Parking Needs..........................................................................................................................29
Explore Traffic Circulation and Parking Needs for Zone B — Block 8.............................................................31
Adhereto Design Guidelines............................................................................................................................31
Adopta Parking Ordinance...............................................................................................................................31
POTENTIAL FUNDING SOURCES.........................................................................................................33
IMPLEMENTATION.................................................................................................................................35
City of Prior Lake Downtown Parking Study I III
IV I City of Prior Lake: Downtown Parking Study
A vibrant downtown is an asset to any community. A City's downtown provides
a wealth of opportunities for social gatherings, economic vitality and social
cohesion. More importantly, downtown areas are a central hub for commerce
and day-to-day activities. For the City of Prior Lake's downtown area, all of these
characteristics are true. There are many offices, retail stores and service areas in
the downtown that are coupled together with residential land uses in the area.
Furthermore, downtown Prior Lake hosts a number of community events that
bring together community members, creating a multicultural hub for social
cohesion. Some of these events include Lake Front Days, the annual Fire
Department Chicken BBQ, farmers markets, as well as recreational opportunities
along the lake.
In short, the City of Prior Lake has a downtown with a great need for parking on
a daily basis that experiences heavy demand on occasions. This demand sparks
the question - is there a need for a new parking facility/structure? Currently,
parking may not be allocated in the appropriate locations to meet land use needs
and special events (finding parking can be challenging at times). However,
providing too much parking in one location can result in underutilized lots, while
not enough parking in another location can negatively impact downtown's
vitality.
This parking study will help answer these challenging questions by providing a
comprehensive review of the downtown's parking supply and demand with the
necessary recommendations to serve the area well into the future.
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City of Prior Lake Downtown Parking Study 1 1
Study Area
The project study area considered for parking review is comprised of 11 blocks
in and around the downtown area (see Figure 1). These 11 blocks are grouped
into two zones:
• Zone A: Blocks (1-7) located north of Eagle Creek Ave. SE (County Road 21)
• Zone B: Blocks (8-11) located south of Eagle Creek Ave. SE (County Road
21)
The zones are grouped this way due to the defining Eagle Creek Avenue SE
(County Road 21) corridor. County Road 21 is a substantial roadway within the
local and sub -regional transportation system that at times, is a barrier for
businesses/residents in downtown to utilize parking in one zone and conduct
business in the other zone. There are plans to reconstruct County Road 21 in the
near future; preliminary plans have shown access closures at Main Avenue SE,
which may not include pedestrian crossing amenities. Regardless of the
improvements, County Road 21 will continue to be a barrier between the two
zones. Therefore, this study analyzes the zones separately.
Planning Process
The planning process occurred over a six month period (September 2014 —
February 2015). During this time the Economic Development Authority (EDA)
served as an informal Technical Advisory Committee (TAC). The EDA was
provided updates on study milestones, key findings, and recommendations. A
workshop was also held with the EDA on December 1, 2014 to better understand
their parking concerns and issues.
Downtown businesses and property owners were engaged as part of one-on-
one interviews with city staff and invited to an open house held on February 10,
2015. The open house included information boards depicting existing conditions,
study findings, and proposed recommendations. A group discussion occurred
amongst the twenty individuals in attendance, which included city staff and
elected leaders.
2 1 City of Prior Lake: Downtown Parking Study
MM
Block Number
Blocks
On -Street Parking
Off -Street Parking
:; ;1,_
Figure 1. Study Area
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4 City of Prior Lake: Downtown Parking Study
The existing conditions analysis was built on previous findings from the
Downtown Area Parking Study, dated Summer 2012, prepared by the Community
and Economic Development Department. Findings from this report represent a
baseline inventory of existing parking (on -street and off- street) spaces and
utilization rates during peak parking conditions. Recent field visits were
conducted in October 2014 to verify the City's 2012 parking inventory, in addition
to using 2012 Minnesota Geospatial Aerials photography to cross reference.
The parking supply for each block was inventoried in a digital format using a
Geographic Information System (GIS) (software used: ESRi ArcGIS version 10.1).
Collecting data in this format gives the city the ability to easily maintain the
inventory in the future.
The inventory is comprised of only parking spaces that have been striped or
signed for such use. During field observations we found there were areas where
cars may be parking illegally or the parking space is not adequately striped/
signed. This was mostly evident in Block 8 with on -street parking. In this case,
the spaces were not included in the inventory to ensure a more conservative
approach in assessing the existing supply. A summary of the downtown's
parking supply is listed in Table 1 and displayed in Figure 1.
Existing Parking Utilization
To determine current usage patterns a parking utilization survey was conducted
on Wednesday, October 2, 2014 during the 9:00 a.m., 2:00 p.m., and 6:00 p.m.
hours. These hours represent the morning peak period (9:00 a.m.), the afternoon
peak period (2:00 a.m.) and the period after most employees have returned
home (6:00 p.m.). The utilization survey was completed for all on -street areas
within the study area and the majority of off-street parking lots (lots used for
storage and alleys were excluded). Results from the utilization survey are
presented in Table 2 (off-street parking), Table 3 (on -street parking), and Table 4
(combined). Combined results from the utilization survey are also depicted in
Figures 2 — 4.
City of Prior Lake Downtown Parking Study 1 5
Table 1 - Existing Parking Supply
1
5
7
0
12
100%
2
12
0
56
68
18%
3
15
0
25
40
38%
Zone A 4
4
0
70
74
5%
5
14
74
0
88
100%
6
16
65
24
105
77%
7
22
16
62
100
38%
Subtotal
88
162
237
487
51%
8
1
0
33
34
3%
9
14
0
63
77
18%
Zone B
42%
139
37%
8
33
10
10
77
91
178
49%
11
30
0
0
30
100%
Subtotal
1 55
1 77
1 187
1 319
1 41%
Total
1 143
1 239
1 424
1 806
1 47%
Table 2 - Parking Utilization Results (Off -Street Parking)
1
7
2
29%
3
43%
5
71%
2
56
14
25%
24
43%
34
61%
3
25
11
44%
13
52%
5
20%
Zone A 4
70
27
39%
29
41%
10
14%
5
74
17
23%
16
22%
22
30%
6
89
30
34%
49
55%
37
42%
7
58*
34
59%
27
47%
26
45%
Subtotal
379
135
36%
161
42%
139
37%
8
33
12
36%
15
45%
7
21%
9
63
4
6%
27
43%
24
38%
Zone B
10
168
17
10%
24
14%
86
51%
11
0
0
0%
0
0%
0
0%
Subtotal
1 264
33
13%
66
25%
117
44%
Total 643 168 26% 227 35% 1 256 40%
* The total number off-street parking spaces (78) was reduced by twenty (20) to provide
a more accurate depiction of available spaces for public parking in Block 7. The 20 space
reduction reflect the number of private spaces needed to accommodate the gas station's
employees, customers and vehicle storage.
6 1 City of Prior Lake: Downtown Parking Study
Table 3 - Parking Utilization Results (On -Street Parking)
1
5
5
100%
2
40%
2
40%
2
12
4
33%
9
75%
5
42%
3
15
6
40%
8
53%
3
20%
Zone 4
4
0
0%
0
0%
0
0%
5
14
4
29%
12
86%
3
21%
6
16
7
44%
12
75%
7
44%
7
22
7
32%
15
68%
8
36%
Subtotal
88
33
38%
58
66%
28
32%
8
1
1
100%
5
500%
2
200%
9
14
8
57%
6
43%
12
86%
Zone B
10
10
0
0%
2
20%
10
100%
11
30
1
3%
2
7%
4
13%
Subtotal
55
10
18%
15
27%
31
56%
Total 143 43 30% 73 51% j 59 I 41%
*Cells highlighted in yellow indicate utilization rates over 85%. Blocks that are
experiencing utilization rates over 100% are a result of vehicles parking in unmarked or
unsigned parking spaces.
Table 4 - Parking Utilization Results (Off -Street and On -Street Parking)
1
12
7
58%
5
42%
7
58%
2
68
18
26%
33
49%
39
57%
3
40
17
43%
21
53%
8
20%
Zone A 4
74
27
36%
29
39%
10
14%
5
88
21
24%
28
32%
25
28%
6
105
37
35%
61
58%
44
42%
7
80*
41
51%
42
53%
34
43%
Subtotal
467
168
36%
219
47%
167
36%
8
34
13
38%
20
59%
9
26%
9
77
12
16%
33
43%
36
47%
Zone B
10
178
17
10%
26
15%
96
54%
11
30
1
3%
2
0%
4
0%
Subtotal
319
43
13%
81
25%
148
46%
Total 786 211 26% 300 38% 312 40%
* The total number available parking spaces (100) was reduced by twenty (20) to provide
a more accurate depiction of available spaces for public parking in Block 7. The 20 space
reduction reflect the number of private spaces needed to accommodate the gas station's
employees, customers and vehicle storage.
SRF Consulting Group, Inc. 1 7
Utilization Survey Findings
General observations from the utilization survey indicate high utilization rates for
on -street parking. Blocks experiencing utilization rates over 75% pose potential
parking concerns. In particular, Zone A is experiencing high utilization rates in
blocks 2, 5, and 6 during the afternoon peak. Zone B is experiencing high
utilization rates in blocks 8, 9, and 10 during the evening peak:
• Zone A is experiencing high utilization rates for on -street parking during
regular business hours (8 a.m. to 5 p.m.). Field observations also indicated a
number of employees parking along Dakota Street and Main Street. This
type of parking behavior can contribute to higher utilization rates during the
morning and afternoon peaks as downtown patrons also look for on -street
parking.
• Zone B is experiencing high utilization rates for on -street parking during
evening hours (6 p.m.). General observations indicate the high utilization
rates occurring on Block 8 with vehicles parking in unmarked or unsigned
parking spaces. Blocks 9 and 10 are primarily due to evening activity at the
VFW and Dance Studio (Block 8). Additional observations included vehicles
parking along Colorado Street, which is not signed or marked for on -street
parking.
• The utilization survey and 2014 peak utilization estimates (See Table 1)
indicate Block 1 (City Hall), Zone A as being fully utilized. This finding is
primarily associated with the limited parking on-site (12 spaces). It is
assumed this block's parking needs are being met by its proximity to
adjacent municipal lots in Block 5 (Police Station) and 6 (Library) and do not
pose any parking concerns at this point in time.
Overall, the study area is experiencing similar historical utilization rates for off-
street parking demand. Both Zone A and Zone B are experiencing utilization
rates between 30% and 40% for the morning, afternoon, and evening peaks.
The study area as a whole, continues to see historical utilization rates for both
on -street and off-street parking (the October 2, 2014 utilization survey is
comparable to the findings documented in the summer of 2012 Downtown Area
Parking Study).
8 1 City of Prior Lake: Downtown Parking Study
Figure 2. Utilization Rates for Morning Peak (9 AM)
SRF Consulting Group, Inc. 1 9
m
4
(39%)
[74]
1 _
(42%)
J12]
5
(32%)
[88]
8 (59%) [34]
RADO ST.S
r..
2
(49%)
[68]
6
(58%)
[105]
9
(43%)
[77]
7
(53%)
[80]
3
(53%)
[40]
Figure 4. Utilization Rates for Evening Peak (6 PM)
SRF Consulting Group, Inc. 1 11
12 1 City of Prior Lake: Downtown Parking Study
To determine the existing parking needs for downtown Prior Lake, a comparison
between the Institute of Transportation Engineers (ITE) parking demand
estimates (used as a basis for industry standards) and utilization survey results
was conducted for each block. It is important to recognize that the ITE parking
demand estimates represent a total number of parking spaces needed to meet
peak parking demand per land use. For example, the ITE parking demand
estimates are compounded and represent a maximum or overbuilt parking
scenario. Therefore, this assessment does not take into account shared parking
opportunities that typically occur in a downtown environment, such as Prior
Lake. In that respect, the ITE parking demand estimates are compared against
the utilization survey results to provide a more accurate picture of existing
parking demand.
ITE estimates identified an overall deficiency of 70 spaces, while the parking
utilization surveys indicate that the combined study area's existing weekday
parking supply has a peak occupancy surplus of 474 spaces or a 40% peak
occupancy rate (see Attachment A for the ITE results).This finding was consistent
with the 2012 Downtown Area Parking Study, which determined a total weekday
average parking occupancy of 38%. The 2012 study also identified a weekend
peak occupancy (excluding the Farmer's Market) of 62%. The 2014 utilization
survey did not include utilization counts for a weekend condition. Therefore,
findings from the 2012 study were used to determine a 2014 peak weekend
occupancy rate. This was determined by dividing the 2012 weekend peak
occupancy by the 2012 weekday peak occupancy (see Table 5). The end result
is a "2014 Weekend Peak Occupancy Factor;' which is multiplied by the 2014
maximum weekday utilization count for each block (see Table 6); this provides
an estimate of the maximum peak utilization rate for the entire study area and
on a block by block basis.
Based on the estimate of maximum peak utilization rates, the study area may
experience a peak utilization rate of 73 percent or a 215 parking space surplus
(see Table 6). Review of the study area, block by block, indicates some blocks
may also be experiencing occupancy rates higher than what should be
considered acceptable (greater than 85%). Occupancy rates greater than 85%
typically indicate potential parking demand and parking circulation issues in
commercial environments.
Table 5 — 2012 Peak Occupancy Rates
1
44%
75%
1.70
2
46%
59%
1.28
3
36%
53%
1.47
Zone A 4
25%
39%
1.56
5
40%
68%
1.70
6
60%
89%
1.48
7
54%
71%
1.31
8
40%
50%
1.25
9
34%
51%
1.50
Zone B
10
24%
38%
1.58
11
12%
27%
2.25
Total
38%
62%
1.63
City of Prior Lake Downtown Parking Study 1 13
Table 6 — 2014 Peak Occupancy Estimates
ON
i 14 Max
Utilization
i
Utilization
Estimate
Existing
Space
Surplus or
i
Utilization
(estimate)
1
7
12
12
0
100%
2
39
50
68
18
74%
3
21
31
40
9
77%
4
29
45
74
29
61%
Zone A
5
28
48
88
40
54%
6
61
90
105
15
86%
7
42
55
80
25
69%
Subtotal
227
331
487
156
71%
8
20
25
34
9
74%
9
36
54
77
23
70%
Zone B 10
96
152
178
26
85%
11
4
9
30
21
30%
Subtotal
156
240
319
79
75%
Total I 383
571
786
215
73%
*Cells highlighted in yellow indicate utilization rates over 85%. Blocks that are
experiencing utilization rates over 100% are a result of vehicles parking in unmarked or
unsigned parking spaces.
Since the ITE parking demand estimates do not match the field survey, an
additional analysis was undertaken. This analysis reviewed the actual number of
vehicles parked in each block (based on data from the utilization survey), the total
square footage, and the number of residential units within that zone. This
observed parking demand rate was calculated for each zone's land uses. Parking
demand for these land uses were not based solely on square footage; instead,
the maximum number of observed parked vehicles during any period surveyed
was divided by the zone land use square footage to yield an observed parking
demand rate estimate.
This method shaped the study's customized parking generation rates for both
existing conditions and the future development scenario. A summary of the
parking generation rates are listed in Table 7.
14 1 City of Prior Lake: Downtown Parking Study
Table 7 — Downtown Prior Lake Customized Parking Generation Rate
by Block
Zone A
Zone A Average
1.75
8
0.87
9
2.32
Zone B
10
17.93
11
5.08
Zone B Average
3.85
Average Study Area Rate
2.27
Based on the customized utilization rates and existing land use patterns, the
existing parking needs are currently being met as a whole. Approximately 73%
of the downtown's parking is being utilized with a surplus of approximately 215
parking spaces (see Table 6). However, as noted earlier, there are specific
parking lots that reach a utilization rate of 85% or higher. These areas are taken
into further consideration as part of the plan's recommendations.
Future parking needs were prepared in a manner that relied on empirical
evidence. In that respect, findings and recommendations needed to be
supported by data. In order to establish this evidence, a parking generation
model was specifically developed for Prior Lake to reflect existing conditions
within the downtown area. The parking generation model utilizes existing
conditions data (e.g., utilization survey results and building occupancy rates) and
"Customized Parking Generation Rates" to estimate future parking demand.
Furthermore, the parking generation model incorporates a series of assumptions
to determine if the existing parking supply will be impacted by (re)development
efforts. These assumptions can be changed at any time, which gives the City a
tool to use in the future to test various (re)development scenarios.
In order to determine future parking demands, SRF worked with City Staff and
the Economic Development Authority (EDA) to determine realistic (re)
development assumptions (see Figure 5). The following (re)development
assumptions were used in the parking generation model as a baseline for
determining (re)development impacts on the existing parking supply and
demand. These assumptions were further defined into three time bands to help
implement and phase the appropriate parking strategies and solutions as (re)
development occurs. However, it is assumed the bulk of new development will
occur in the long-term time horizon.
Short -Term Redevelopment Assumptions (1-3 years)
No major (re)development assumptions were assumed to occur over the next
three years that would significantly impact the current parking supply. If a major
(re)development is proposed in the near future, the parking generation model
developed for this study should be used to assess potential parking impacts.
Mid -Term Redevelopment Assumptions (4-5 years)
No major (re)development assumptions were assumed to occur over the next
four to five years. However, Block 10, located in Zone B has the potential to
absorb new development. Zone B is guided in the City's Comprehensive Plan as
"Transitional Town Center;' which includes higher density land uses (e.g.,
commercial and office). This reflects a long-term vision for the area. At this point
in time, the study did not include specific (re)development assumptions as part
of this parking study. Zone B will need to be carefully monitored over time to
determine the timing of (re)development and its potential impact on the existing
parking supply.
The City's existing municipal parking lot in Zone B should be maintained and
preserved to accommodate future parking needs as Zone B transitions towards
higher density land uses. In the meantime, the existing municipal parking lot
needs resurfacing and restriping. Figure 8 demonstrates how the parking lot can
be reconfigured to maximize the number of parking spaces, with landscaping
improvements. This concept also highlights potential redevelopment, infill
opportunities.
Long -Term Redevelopment Assumptions (5+ years)
It is assumed long-term development will occur in two phases. The first phase
of (re)development is expected to occur in five to eight years (see Figure 5).
These (re)development assumptions are based on known market trends and
recent discussions with developers in the area.
The second phase of (re)development would occur in eight years and beyond. It
is assumed if the Phase I (re)development efforts are realized, additional growth
would follow. The second phase also reflects a community desire to build a
community center in Block 1.
The following section provides a detailed description of the long-term
redevelopment assumptions by phase and parking needs.
Long -Term Phase I Redevelopment Assumptions (5-8 Years)
In recent years, there has been interest by private developers to build a mixed
use development (commercial and office) and a sit-down restaurant in Block 7
along Eagle Creek Avenue. Therefore, this study has assumed a two to three
story building with approximately 20,000 sq. ft. of commercial/office and a 5,000
sq. ft. sit-down restaurant, which is a similar footprint to the recently constructed
Pizza Luce in Richfield and Hopkins, MN.
Additional assumptions included the (re)development of the former lumberyard
site in Block 6 (see Figure 5). If this property was to redevelop, the desire is to
integrate a new mixed use building that accommodates retail/office space on the
first floor and townhomes/apartments on the second and third story.
City of Prior Lake Downtown Parking Study 1 15
Long -Term Phase I Redevelopment Parking Needs (5-8 Years)
It is assumed 37,000 sq. ft. of new development and some residential uses will
occur in the next six years. If so, these type of land uses will generate a peak
utilization demand for Block 6 and 7 or approximately 103 parking spaces, which
will result in a deficit of 42 parking spaces (see Table 8). This estimate was
determined by using the following parking demand rates associated with the
proposed (re)development scenario:
• 1.75 spaces per 1,000 sq. ft. for commercial or office use. This factor
represents the customized parking generation rate for Zone A, which is
based on the 2014 peak utilization estimates (see Table 7). This factor also
provides a better representation of parking needs for this type of land use in
downtown Prior Lake.
• 1.38 parking spaces per residential uses. This factor is based on ITE parking
demand rates for low/mid-rise apartments.
• 5.50 spaces per 1,000 sq. ft. for a sit-down restaurant. This factor is based
on the Institute of Transportation Engineers (ITE) parking demand estimates
(used as a basis for industry standards).
Table 8 — Long -Term Phase I Parking Demand Estimates
Zone A
If (re)development of Block 6 and 7 is realized, parking demand in Block 6 and 7
may reach a utilization rate of over 100 percent (see Table 8). These findings
suggest the need to explore future parking opportunities to meet demand in
Zone A. Zone B
Figure 7 portrays a potential (re)development scenario that assumes the former
lumberyard site is redeveloped. This scenario also takes into consideration
existing and future parking needs, which are based on the Phase I (re)
development assumptions. More importantly, this scenario preserves space to
accommodate future parking needs under the Phase II (re)development
assumptions (discussed on page 21).
Block 6 was chosen as the most appropriate site in Zone A to accommodate a
new parking facility. The criteria used to select this site was based on proximity
and walking distance to existing land uses (see Figure 8), unsuitable land uses
(e.g. lumberyard), likelihood of redevelopment, and existing city owned property
to minimize acquisition costs.
16 1 City of Prior Lake: Downtown Parking Study
* Occupancy rates greater than 85% typically indicate potential parking demand and
parking circulation issues in commercial environments.
Existing
Long -Total
Parking
Long -
ParkingDemand
1
Demand
12
Parking
0
Demand
Plus
12
12
i
0
100%
2
50
0
50
68
18
74%
3
31
0
31
40
9
77%
4
45
0
45
74
29
61%
5
48
0
48
88
40
54%
6
90
40
131
105
(26)
125%
7
50
63
118
100
(18)
118%
Subtotal
331
103
434
487
53
89%
8
25
0
25
34
9
74%
9
54
0
54
77
23
70%
10
152
0
152
178
26
85%
11
9
0
9
30
21
79
30%
75%
Subtotal
240
0
240
319
Total
571
103
674
806
132
84%
* Occupancy rates greater than 85% typically indicate potential parking demand and
parking circulation issues in commercial environments.
Vol
°
q
'-- Community Center ,
U aY, (20,000 sq ft)
Commercial/Office
(20,000 sq ft)
y003;
Ir
ry n
� t
• � � ,�' � tip"A .,,;� "`
W
RF�KAV
Commercial/Office° ,.
S ,...... � 4(o (45,000 sq ft) O
Residential Units (+/- 15 units) �'*��@f"}� �•�
Commercial/Office (12,000 sq ft)
f ' Commercial Office 20 000+ s ft
COLOR Mid -Term �,+ / ( q )
Redevelopment Restaurant (5,000 sq ft)
N
10
Ab ML
J
,lam, o�.">° r
aW 11 �
JP
0 300 600
yy; h
Figure 6. Mid -Term Parking Concept for Zone B
18 1 City of Prior Lake: Downtown Parking Study
u ,ry
tea,.
12,000
14 Res,
ExiSh'
Buittlin9
- /
AIP
I
Existing
Ir Builtlin9
Ea91e Gree
4osedI
�ovetnentskv
pm
Figure 7. Long Term Phase I Parking Concept for Zone A
SRF Consulting Group, Inc. 1 19
""Ql 7
a
N "
I � � �r} '
v l t sp
14
,�
`ti b 4 J
JT
1
_ Ms s�
711
Pit
Blocksi
Pi .
Walking Areas � ,
.. Y.;.
IN
From Block 6`►
,
a
From Block 5
n
9 _
P
From Block 10 ' } .o soo 600
'. .. x Feet
w .
Figure 8.1/8th Mile (660 Foot) Walking Areas
20 1 City of Prior Lake: Downtown Parking Study
Long -Term Phase II Redevelopment Assumptions (8+ Years)
Downtown Prior Lake will continue to (re)develop overtime well beyond the long-
term Phase I timeframe. Therefore, the long-term Phase I (re)development
assumptions were tested to determine their potential impacts on the existing
parking supply while taking into consideration long-term Phase 11 (re)development
assumptions. These assumptions include:
• Block 1 (Zone A) — 20,000 sq. ft. community center
• Block 3 (Zone A) — 20,000 sq. ft. mixed commercial and office
• Block 6 (Zone A) — 45,000 sq. ft. mixed commercial and office
• This assumptions assumes 20,000 sq. ft. of existing building spaces is
redeveloped. Thus, the parking model assumed only 5,000 sq. ft. of new
commercial and office development.
Long -Term Phase II Redevelopment Parking Needs (8+ Years)
The (re)development assumptions for Zone A will pose significant parking
challenges. The estimated parking demand will far exceed what is available for
supply today (see Table 9), with a deficit of approximately 76 parking spaces. The
future parking demand for the long-term (re)development assumptions were
determined by using the ITE parking demand rates versus the customized
parking generation rates. This approach was chosen to provide a more aggressive
analysis for evaluating long-term Phase II parking needs.
• 3.30 spaces per 1,000 sq. ft. for a government office use (i.e., community
center).
• 2.47 spaces per 1,000 sq. ft. for office use
• 2.55 spaces per 1,000 sq. ft. for commercial use
The long-term Phase II parking deficit also needs to account for a "downward
adjustment." The Urban Land Institute defines effective supply as "a downward
adjustment, usually between 10 and 15 percent of the actual parking inventory,
to reflect the fact the facility will rarely be functioning at 100 percent of capacity.
When a parking facility is designed, it ordinarily incorporates an effective supply
cushion, which is the difference between the actual number of spaces and the
effective supply." This results in approximately 10 to 15 percent additional
parking available on site. Based on this methodology, Zone A will need to
accommodate an additional 150 — 200 parking spaces. This will accommodate
existing parking needs, as well as parking demand associated with long-term
Phase I redevelopment assumptions.
Figure 9 portrays a (re)development of Block 6. This concept serves as the
second phase of concept one (see Figure 6) for Zone A, which assumes the
long-term Phase I redevelopment of the former lumberyard site. Based on this
Phase I concept, the surface parking lot has been sized to accommodate a future
parking structure. Thus, Figure 9 demonstrates how a 200 space parking
structure (two -levels) can be retrofitted on-site and integrated with potential new
development.
SRF Consulting Group, Inc. 1 21
.�V
12,
4 000
1Sr 01��
'Ce� R-tlil
Ong, on2"d/7cl on lstrl
3rd Floors
Existing
11"Z"I919
10,?
k 2,-0, P,
2rh
14
00 SPM, A
"Iq st,ct
acesat2tUre
ve/S
4,000
Off,,C, Sp
Retail
istpon
• 8, 0p0%or
onOMC,
3rcl 2F,;�rasl/7c/
d -/
t.
Sr
1,000 SPO ,
22,00ce
0 fl,
Retail
0" 1st P/,
and Oor
loors
-,Oor
r�ploors
Eagle creek A
ve Pr
°posed IrnPrOvernents 0, 20' 40'
Figure 9. Long Term Phase 11 Parking Concept for Zone A
22 1 City of Prior Lake: Downtown Parking Study
Table 9 — Long -Term Phase II Parking Demand Estimates
Zone A 1
12
66
78
12
(66)
649%
78 spaces needed
2
50
0
50
68
18
74%
10 space surplus
3
31
50
81
40
(41)
203%
53 spaces needed
4
45
0
45
74
29
61%
22 space surplus
5
48
0
48
88
40
54%
33 space surplus
6
90
13
144
105
(39)
137%
60 spaces needed
7
118
0
118
100
(18)
118%
35 spaces needed
Subtotal
394
129
563
487
(76)
116%
161 spaces needed
Zone B 8
25
0
25
34
34
74%
9
54
0
54
77
77
70%
10
152
0
152
178
178
85%
N/A—
No redevelopment assumptions
11
9
0
9
30
30
30%
Subtotal
240
0
240
319
319
75%
Total
634
129
803
806
243
100%
161 spaces needed
* Occupancy rates greater than
85% typically indicate
potential
parking demand and parking circulation issues in
commercial environments.
** A 15% downward adjustment
was applied
to determine future parking needs.
This takes into consideration Zone As parking supply will rarely be functioning at 100 percent of
capacity. When a parking facility is designed, it ordinarily incorporates an effective
supply
cushion, which is the difference between the actual
number of spaces and the effective
supply. Based on this methodology, Zone A will
need to accommodate
an additional
150 —
200 parking spaces.
SRF Consulting Group, Inc. 1 23
24 1 City of Prior Lake: Downtown Parking Study
Overall, parking needs are being met with today's existing supply. However,
there are a number of parking strategies (e.g., on -street parking restrictions and
wayfinding) that can be implemented to help better manage today's parking
needs. Implementing these strategies in the near-term will better position the
City in handling future parking needs as the downtown (re)develops over time.
The following recommendations are based on existing conditions and future (re)
development scenarios. These recommendations are further supplemented with
"high-level" cost estimates. These cost estimates are intended to provide a
general sense of resources needed for carrying out the recommendations.
Monitor On -Street and Off -Street Parking Utilization
A core component for determining existing and future parking needs were
utilization counts. The utilization counts used for this analysis represent a
snapshot in time. Therefore, it is important for the City to continue to monitor
parking utilization on a regular basis for both on -street and off-street parking. It
is suggested utilization counts occur on a quarterly basis (e.g., February, May,
August and November) for a weekday (Wednesday or Thursday) and weekend
(Saturday) during peak periods of the day (e.g., 10 a.m., 2 p.m. and 6 p.m.); or,
at a minimum twice a year. This data collection will build a stronger baseline for
evaluating future parking needs and for identifying unforeseen parking issues.
More importantly, regular utilization counts will help refine the parking model to
provide a better representation of parking patterns within the downtown.
Cost
Costs associated with this recommendation include staff time and internal
resources. The level of effort to conduct the recommended time periods can be
done by one or two individuals. Traveling in a vehicle to collect data has proven
to be the most efficient method for this study area. Data is typically logged in
the field by using handwritten spreadsheets and logged electronically later in
GIS.
Form a Downtown Parking Commission
Managing downtown's parking will require continued coordination and
collaboration amongst the City, businesses, and residents. It is suggested Prior
Lake form a Downtown Parking Commission. Forming a Downtown Parking
Commission will foster stronger coordination and collaboration in respect to
implementing future parking strategies, while creating a transparent planning
process. This approach is important as the City pursues the proposed
recommendations listed throughout this report.
Downtown Parking Commissions are typically charged with overseeing the
development and implementation of the Downtown Parking Study. Other
responsibilities include the planning for long-range parking improvements and
monitoring day-to-day parking needs. Local examples of Downtown Parking
Commissions include the City of Stillwater, Duluth, Minneapolis, and St. Paul. In
some respect, the City has used EDA as a sounding board for downtown parking
discussions and recommendations. The EDA can serve as a foundation for
launching a Prior Lake Downtown Parking Commission, but this commission
should also include the representation of downtown businesses and residents.
Cost
Costs associated with this recommendation include staff time and internal
resources.
City of Prior Lake Downtown Parking Study 1 25
Implement On -Street Parking Restrictions
On -street parking is a valuable amenity for downtown businesses. If managed
accordingly, it provides patrons short-term parking options within proximity of a
business for "one-stop" shopping needs. For example, on -street parking in front
of Edelweiss Bakery allows patrons convenient parking to pick up a cup of coffee
on the way to work. If on -street parking is not managed accordingly, these "one-
stop" shopping needs become less frequent.
Today, the downtown does not have any on -street parking restrictions. As a
result, there has been high on -street utilization along Main Avenue and Dakota
Street. Field observations and stakeholder input also associated this high
utilization with downtown employees who are using on -street parking for long
periods of time. Therefore, it is important to implement on -street parking
restrictions to better manage short-term parking needs for downtown patrons.
Based on these findings, the City should implement on -street parking restriction
along Main Avenue and Dakota Street in Zone A (see Figure 10). The appropriate
time restrictions for these roadways would be a three-hour limit that is enforced
Monday through Friday from 8 a.m. to 6 p.m. Utilization counts did not warrant
the need for parking restrictions after 6 p.m.
Before pursuing this recommendation, it is suggested the City work with the
downtown businesses to encourage their employee's to use off-street municipal
lots. As part of this effort, the City should also monitor on -street utilization
counts over the next year.
Cost
Implementing parking restrictions is only effective if it is enforced. Therefore, the
cost in implementing this recommendation is largely associated with enforcing
time restrictions, administrating the program, and courts and appeals. Additional
coordination and collaboration amongst City staff and the Police Department will
need to occur to determine detailed costs.
Additional costs associated with this recommendation include signage. This cost
is fairly minimal. A typical parking restriction sign (12 inches by 18 inches) costs
approximately $40 to $50 per sign. This cost includes installation and furnishing.
It is assumed a total of 22 signs are need to be installed along the Main Avenue
and Dakota Street corridor (see Figure 10).The total project cost is approximately
$1,0004.
26 1 City of Prior Lake: Downtown Parking Study
Figure 10. Proposed On -Street Parking Restrictions
SRF Consulting Group, Inc. 1 27
Implement Wayfinding Signage
Municipal wayfinding systems serve an important role well beyond responding
to the need for basic navigation, identification, and information. Wayfinding
elements, such as monuments, directional systems, directories, interpretive and
even regulatory signs can enrich and enhance our experience within urban
environments. In this case, wayfinding signage is discussed from a parking
perspective (see images for precedent examples). More importantly, this low-
cost/high-benefit solution will help better manage today's parking supply.
Today, there is little or no signage that directs vehicles to parking facilities. As a
result, downtown employees and patrons have questioned where municipal
parking facilities are located. For example, Block 5 (police station) and 6 (library)
provide free municipal parking; however, the lack of signage has deterred
patrons from parking in these facilities. Implementing municipal parking signs
and wayfinding signs in the appropriate locations will help direct vehicles to
these underutilized facilities.
The primary location for wayfinding signage should be located on Eagle Creek
Avenue (see Figure 11). Eagle Creek Avenue serves as a major thoroughfare and
gateway into downtown. However, it is important to recognize the future
improvements along Eagle Creek Avenue, which will consist of a signalized
intersection at Arcadia Avenue, and the closure of the full access intersection at
Main Avenue. Regardless of these improvements, wayfinding signage should be
located at both the Eagle Creek Avenue/Arcadia Avenue and Eagle Creek
Avenue/Main Avenue intersections (see Figure 11). Both of these roadways
provide direct access to municipal parking lots in Block 5 and 6.
Wayfinding signage may also be appropriate at the intersection of Highway 13
and Dakota Street (see Figure 11). Dakota Street serves as another major
thoroughfare into downtown. Signage at this location will need to be coordinated
with the Minnesota Department of Transportation (MnDOT).
Secondary wayfinding signage should also be located at the entrance of the
municipal lots (see Figure 11). Distinguishable signs should be placed at the
municipal parking entrances off of Arcadia Avenue and Main Avenue in Block 5
and 6. Internal signage should also be placed in these parking facilities that
indicate spaces are available for employees and patrons.
Prior to implementing this strategy, the City should consider developing a
wayfinding plan. This plan would look beyond just the signage needed for
28 1 City of Prior Lake: Downtown Parking Study
Figure 12. Examples of Wayfinding Signage
PKING
HOJR
PAR iP]G
OO AM
T 700 PM
Y
parking; elements of a wayfinding plan take into consideration items such as
kiosks, banners, gateway markers, and general branding efforts. A wayfinding
plan will also help establish uniformity and a hierarchy amongst wayfinding
elements.
Cost
The proposed wayfinding signage that are located at the four intersections are
intended to be placed on existing signal and street sign poles. A typical
wayfinding sign (30 inches by 24 inches) costs approximately $130 to $150 per
sign. This cost includes installation and furnishing. It is assumed a total of eight
signs (two signs per intersections at the major approaches) are need for all four
intersections. The total project cost is approximately $1,200 +/-.
Municipal parking signs are also recommended to be placed at the entrances of
each municipal lot. These types of signs can vary in cost depending on the size,
material and amenities associated with the signage (e.g., lighting and landscaping).
For example, the U of M precedent example shown in Figure 12 is approximately
$15,000. Smaller scale signs, such as the ones being proposed at the key
intersections can also be implemented at the municipal parking entrances at
smaller cost (approximately $150 per sign).
Plan for Future Parking Needs
Planning for future parking is part of responsible economic development.
Parking needs to be available to accommodate existing and future (re)
development initiatives. Further, perspective developers need to be assured how
their parking can be handled to accommodate their future tenants.
This study has demonstrated an adequate amount of parking to meet today's
needs. However, the study has also taken into consideration future (re)
development scenarios. Under these scenarios, the parking generation model
has shown the need for more parking if (re)development is realized. In order to
accommodate this need, parking will need to be handled on "on-site" or "district -
wide." An "on-site" parking approach would require developers to meet their
parking needs on-site or by reaching a shared use parking agreement with
another property owner (public or private).
The other option is moving towards a "district -wide" parking model. A district -
wide parking model relies on the entire district's parking supply to accommodate
all land uses within that area. This may require employees, residents and patrons
to walk a block or two between their parking space and their destination.
Industry standards typically use a 1/8 mile (660 feet) buffer to determine the
appropriate walking distance from a parking facility to a destination. Figure 8
demonstrates that a significant portion of the city's parking lots are within
proximity (600 feet) to a number of existing businesses and residential uses.
Therefore, the study area's existing parking supply should be perceived as an
amenity for all users in the downtown and not solely allocated for one particular
land use.
A "district -wide" parking approach provides more flexibility for a developer. For
example, a larger building footprint can be accommodated on a parcel without
dedicating space for parking. From an urban design perspective, this approach
also helps discourage individual parking lots. This helps limit the visual breaks in
the building on a block and improves the pedestrian experience.
In some cases, a "district -wide" parking approach will not satisfy the parking
needs for a new development. The City will need to provide some flexibility for
property owners and developers to provide on-site parking. This can be achieved
by updating the City's Zoning Ordinance.
As the City moves toward a "district -wide" parking approach, (re)development
initiatives will need to be carefully monitored for how it corresponds to the
existing parking supply. If the (re)development assumptions identified herein are
realized, the City will need to preserve space for a future parking facility in Zone
A. A new facility will likely be warranted once Zone A absorbs approximately
35,000 square feet of new commercial/office space; resulting in the need for a
150 to 200 space parking facility. A facility of this size may warrant the need for
a parking structure as portrayed in Figure 9.
Finding a parcel to accommodate a parking facility of this size without disturbing
the urban fabric is limited. As noted earlier, a broad brush of land use criteria was
applied to determine potential sites. This included vacant property and
underutilized property. The former lumberyard in Block 6 was determined as the
best potential site based on this high-level assessment. Therefore, the City
should consider preserving this site to accommodate a future parking structure
while redeveloping Block 6 to accommodate new commercial, office and
residential.
Cost
There are a number of costs associated with the construction, maintenance, and
operations of a parking structure. Table 10 provides general cost estimates
associated with a new surface lot and parking structure.
Table 10 — Cost Estimates (2014 dollars)
Construction $3000 $300,000 000 $20 $1,500,000 -
Cost , $5,000 $500,000 $15,,000 $2,000,000
Annual Opera- $100 $10,000 $250 $50,000
tion Expense
As indicated throughout the study, Zone B does not require new parking.
However, the existing municipal lot south of Colorado Street is still an asset and
should be maintained. This municipal lot has reached its useful life and will
require resurfacing and restriping in the near future. Table 11 provides a detailed
cost estimate for these improvements.
SRF Consulting Group, Inc. 1 29
Figure 11. Proposed On-Wayfinding Locations
30 1 City of Prior Lake: Downtown Parking Study
Table 11 — Cost Estimates (2014 dollars) for resurfacing Zone B
Municipal Lot
Mobilization 1
Lump Sum
$6,448
$6,448
Remove existing bituminous 3,388
SY
$6.00
$20,328
pavement
Shape and compact existing 3,388
SY
$1.50
$5,082
aggregate base
Repair soft areas in existing 1
Lump Sum
$8,000
$8,000
aggregate base
Bituminous paving (3" thickness) 630
Ton
$90
$56,700
Striping 1
Lump Sum
$2,000
$2,000
Total:
$98,558
Explore Traffic Circulation and Parking Needs for Zone B —
Block 8
The dance studio (Premiere Dance Academy) located on Colorado Street was a
topic of discussion throughout the study. This particular land use generates a
number of vehicle trips during the evening and weekends. As a result, this has
created traffic circulation issues as vehicles enter and exit the drop-off zone
(located in front of the dance studio). Vehicles are also parking illegally on both
sides of Colorado Street — contributing to the traffic circulation issues.
Patrons of the dance studio should be utilizing the municipal parking located
across the street as much as possible. The City should plan to reconstruct the
parking lot immediately across
the street to the south. Patrons
of the dance studio can safely
access the parking lot by using
the existing, or improved
pedestrian crossing, which is
marked and signed. The
placement of no parking signs
may need to be installed along
Colorado Street to prohibit
on -street parking.
Adhere to Design Guidelines
The study has explored a series of concepts
(Figure 6 and 9) that depict how new development
and parking can be integrated with existing building
footprints. As (re)development occurs, it is
important that these new buildings and structures
adhere to a set of design guidelines. The Prior
Lake Downtown Building Design Guidelines,
dated September 21, 2007" should be used to
evaluate (re)development plans to ensure they are
consistent with the vision set forth for downtown.
More importantly, these guidelines can serve as a
foundation for determining the appropriate fagade
treatments for a new parking structure, if warranted in the future.
Adopt a Parking Ordinance
The City should consider adopting a parking ordinance that accommodates a
"district -wide" parking approach, while providing flexibility for property owners
and developers to provide some on-site parking without negatively impacting the
existing parking supply. A number of other metro -area communities with
traditional downtowns and municipally -owned parking facilities have adopted
ordinances along these lines (e.g., City of Hopkins, Wayzata and Excelsior). A
potential ordinance of this nature should consider the following elements:
• Requiring all parcels in a given zone to provide zero parking spaces, with the
understanding that parking for these parcels is accommodated in existing
municipal lots. For example, the City of Hopkins requires all uses to provide
parking according to the schedule in the zoning code.
• Allowing all parcels in a given zone to be eligible for a conditional use
permit, which if approved by Council would allow a given parcel to
accommodate some of their required parking in municipal lots. This type of
condition is reflected in the City of Wayzata's Zoning Ordinance. A parking
study also needs to be submitted by the applicant demonstrating the need
for on-site parking.
• Administering an annual parking program, in which all parcels within a given
zone that are unable to satisfy their off-street parking requirement on-site
SRF Consulting Group, Inc. 1 31
are able to pay an annual fee to accommodate the required spaces in a
municipal lot, as in the City of Excelsior.
Establishing a parking district in which most or all uses within the district
would be eligible for accommodation of their required parking in municipal
lots by paying for permits in those lots, as in the City of Stillwater.
Requiring the developer to submit a parking study that demonstrates there
is enough existing municipal off-street parking available to accommodate
their land uses. The study is used as part of the City's development review
process. This is a common practice in many communities.
Cost
Amending the zoning ordinance will require staff time or hiring a consultant.
The cost may vary depending on the level of effort and the implications the
parking ordinance has on other areas of the zoning code. It is assumed the
parking ordinance will only be applicable to parcels zoned in the "Town
Center" district. An estimated cost to develop the parking ordinance is in
the range of $5,000 to $8,000. This cost does not take into account public
outreach, meetings with elected leaders, and the publication of the parking
ordinance.
32 1 City of Prior Lake: Downtown Parking Study
There are a number of costs (e.g., construction, operations, and maintenance)
associated with implementing a new parking facility. The City will need to
develop a funding plan to ensure the City has the available resources not only to
build the parking facility, but to manage, operate and maintain the facility. It is
further recommended the City continues to monitor parking conditions and (re)
development initiatives to determine the appropriate time to redevelop Block 6
to accommodate a new parking facility. At that time, the City may consider a
range of funding programs to help with this effort. In some respect, these
funding programs were selected based on the past land uses that may require
environmental cleanup.
Federal
Unites States Environmental Program Agency (EPA) Assessment Grant
Assessment Grants provide funding for a grant recipient to inventory, characterize,
assess, and conduct planning and community involvement related to brownfield
sites. An eligible applicant can apply for up to $200,000 to assess sites
contaminated with hazardous substances, including those comingled with
petroleum contaminated sites.
EPA Cleanup Grant
Cleanup Grants provide funding to carry out cleanup activities at brownfield
sites. An eligible entity may apply for up to $200,000 per site. Cleanup grants
require a 20 percent cost share, which may be in the form of a monetary
contribution, labor, material, or services, and must be used for eligible and
allowable costs.
EPA Revolving Loan Fund (RLF)
RLF Grants provide funding for a grant recipient to capitalize a revolving loan
fund and to provide subgrants to carry out cleanup activities at brownfield sites.
State
Minnesota Department of Employment and Economic Development
(DEED) Investigation Grant
The Investigation Grant can pay for up to 75% of the cost of completing a Phase
I Environmental Site Assessment (Phase 1), Phase II Environmental Site
Assessment (Phase 11), and development of a Response Action Plan (RAP). The
grants are capped at $50,000. The grants require a 25% match. Investigation
Grants are typically applied for when a substantial amount of time will occur
between RAP development and RAP implementation. When RAP development
is followed closely by RAP implementation, investigation and RAP development
costs are typically wrapped into a Contamination Cleanup Grant.
DEED Contamination Cleanup Grant
The Cleanup Grant can pay for up to 75% of the investigation, RAP development
and RAP implementation (i.e., remediation) costs, including incidental costs
required for the remediation (e.g., demolition and subsurface structure removals).
The amount of the grant is limited by available funds at the time of application.
The grants require a 25% match with 12% of the match coming from sources
deemed unrestricted by DEED.
DEED Redevelopment Grant
Redevelopment Grants are available to assist with the redevelopment of
contaminated properties. Costs eligible for a Redevelopment Grant include
demolition, infrastructure improvements, soil stabilization, ponding and other
environmental infrastructure, and adaptive reuse of buildings (including lead
paint and asbestos abatement costs).
The amount of the grant is limited by available funds at the time of application.
The grants require a 50% match. The grants are funded by two sources: state
bonds and state general fund money. Grants funded with state bond funds are
restricted to property that is owned by the public sector and will remain in the
ownership of the public sector in perpetuity. Redevelopment Grants funded with
general fund money do not have the same restrictions as those funded with
bond funds. Projects receiving grant funded with general fund money can be
owned by and/or sold to private sector entities.
City of Prior Lake Downtown Parking Study 1 33
DEED Demolition Loan
The Demolition Loan program is a brand new program with DEED. The program's
maiden voyage will take place this summer, running concurrent with DEEDs
Redevelopment Grant Program (i.e., having an application deadline of August 1).
Funding for the loan program is shared with the Redevelopment Grant program
(currently at $3,000,000). Available funding in August 2014 will depend on how
much if any redevelopment grants are awarded in February 2014. Demolition
Loans will be made available to an eligible public sector entity through a
competitive application process based on criteria similar to the Redevelopment
Grant program.
Loans will be low interest (2 percent) and interest free for the first two years.
Principal and interest payments will start in year three. The loan term cannot
exceed 15 years. The loans are capped at $1 million. Upon completion of a
redevelopment plan up to 50% of the original loan amount may be forgiven
(affectively turning the loan into a redevelopment grant). Two elements required
to qualify for a loan, which may present an issue for the former Macy's building
are: (1) structures constitute a threat to public safety because of inadequate
maintenance, dilapidation, obsolescence, or abandonment; and (2) structures
are not listed on the National Register of Historic Places.
DEED Revolving Loan Fund (RLF)
The DEED RLF Program is similar to the EPA RLF. RLF funds can pay for site
cleanup and in some cases demolition.
Local
Metropolitan Council Tax Base Revitalization Account (TBRA) Grant
TBRA Grants can pay for investigation and RAP development costs incurred up
to 180 days before application for a grant is due and eligible cleanup costs,
including incidental cost necessary for cleanup (e.g., demolition and subsurface
structure removal), after the award date of the grant. TBRA funding is also
available for asbestos abatement and lead paint abatement necessary for
adaptive reuse of buildings. The amount of the grant is limited by available funds
at the time of application. The program has no match requirement. TBRA funds
can be used to fulfill part of the required DEED Contamination Cleanup grant
match.
City of Prior Lake Downtown Parking Study 1 34
Implementing the recommendations will need to occur over a period of time.
Therefore, the implementation chapter provides a framework for identifying the
appropriate time bands for implementing each measure.
Short -Term (1 — 3 years)
• Implement a 3 -hour public parking restriction at key locations along Main
Avenue and Dakota Street.
• Install public parking signs at the entrances to all off-street municipal lots.
• Install public parking wayfinding signage at identified locations in the
downtown area.
• Resurface the municipal parking lot on Colorado Street within Zone B.
• Coordinate downtown business employee parking away from on -street
parking to underutilized public parking lots.
• Evaluate the use of a district -wide parking ordinance approach, which
establishes parking requirements for downtown buildings on an individual
site and area need basis.
• Update and monitor downtown parking utilization counts using the Parking
Generation Model.
Mid -Term (4 — 5 years)
• Develop a funding plan to finance a future public parking lot and/or structure
on the former lumber yard site (Block 6).
• Reconstruct the municipal parking lot on Colorado Street within Zone B.
• Update and monitor downtown parking utilization counts using the Parking
Generation Model.
Long -Term (5+ years)
• Begin acquisition of property on Block 6 to construct a new public parking
lot and/or structure to serve future downtown parking needs.
• Evaluate future parking needs, and establish new goals and objectives for
the next ten years
City of Prior Lake Downtown Parking Study 1 35
36 1 City of Prior Lake: Downtown Parking Study