The purpose of the following parking regulations is to promote
good urban design by limiting surface parking lots; provide appropriate
site design standards to mitigate the impacts of surface parking lots
on adjacent land uses and neighborhoods; protect groundwater resources;
and encourage alternate modes of travel that will reduce dependence
upon the single occupancy automobile.
No building permit or certificate of occupancy shall be issued
for any a new building, the enlargement or increase in the gross floor
area of an existing building, the development of a use not located
in a building, or the change from one type of use to another, unless
off-street surface parking spaces and bicycle parking are provided
in accordance with this article.
A.
Maximum parking spaces by district:
C.
The maximum spaces listed above shall prevail despite the minimum
parking space calculations.
D.
For minor modifications or expansions of existing uses, the preexisting
parking spaces associated with that use may be retained.
E.
Increases from the maximum. If additional parking spaces are desired
above the maximum, the following applies:
(1)
Up to 150% of the maximum shall require a parking plan.
(2)
Over 150% and up to 200% of the maximum shall require a transportation
demand management plan (TDMP).
(3)
Above 200% of the maximum shall require a preparation of a TDMP and
a variance from the Zoning Board of Appeals.
(4)
Parking lots of any size in the Downtown District shall require a
TDMP.
F.
Parking plan requirements. A statement regarding the anticipated
parking demand for the project and how the anticipated parking demand
will be met on-site or off-site shall be provided, as applicable:
(1)
Number of occupants anticipated at any given time period. The New
York State Building Code Occupant Load table shall be used as a guide
to determine the maximum occupants, and 25% of this number shall be
used as the minimum.
(2)
Public or private off-site parking within 1,200 feet of the property
for which it is being requested.
(3)
Off-site parking provided at off-site lots. (Note: Off-site parking
spaces provided by a separate property owner shall be subject to a
legally binding agreement.)
(4)
On-street parking spaces within 1,200 feet.
(5)
Access to public transit, including nearest bus stops.
(6)
Number of on-site short-term and long-term bicycle parking spaces
and proximity to public bicycle parking.
(7)
Accommodations for pedestrians and the mobility impaired.
(8)
Number of motorcycle, scooter, or similar parking spaces.
(9)
Number of temporary loading spaces for taxis or similar on-demand
transportation services.
G.
Transportation demand management plan (TDMP) requirements:
(1)
A TDMP must be prepared by a qualified professional with demonstrated
experience in transportation planning, traffic engineering, or comparable
field.
(2)
The TDMP shall, among other items described below, address the following
review criteria.
(a)
Demonstration that the need for parking cannot reasonably be
met through provision of on-street parking or shared parking with
adjacent or nearby uses.
(b)
The proposed development demonstrates that its design and intended
uses will continue to support high levels of existing or planned transit
and pedestrian activity.
(3)
A TDMP must include the following information:
(a)
The anticipated travel and parking demand for the project based
on Institute of Traffic Engineers (ITE) guidelines.
(b)
A level of service (LOS) analysis may be required for projects
proposed on-site parking spaces exceeding 75 spaces to ensure that
the surrounding street network can accommodate the anticipated demand
without suffering excessive congestion.
(c)
How the anticipated travel demand for the project will be met
on-site or off-site, including:
[1]
Number of on-street vehicle parking spaces, off-street vehicle
parking spaces, or shared vehicle parking arrangements.
[2]
Access to public transit, including nearest bus stops and level
of service provided including the number of routes, types of routes,
and whether the bus stop includes a shelter.
[3]
Number of on-site short-term and long-term bicycle parking spaces
and proximity to public bicycle parking.
[4]
Accommodations for pedestrians and the mobility impaired.
[5]
The strategies that will be employed to reduce single-occupancy
vehicle trips, such as carpooling or vanpooling, carshare, bikeshare,
guaranteed ride home (GRH) programs, provision for alternative work
schedules (i.e., flextime, compressed work week, staggered shifts,
telecommuting), promotion of live-near-your-work programs.
(d)
TDMP performance standards. As part of site plan and/or special
use permit review for a project, the Planning Commission shall determine
if the project meets the following objectives:
[1]
The project includes performance objectives to minimize single-occupancy
vehicle trips and maximize the utilization of transportation alternatives
to the extent practicable, taking into account the opportunities and
constraints of the site and the nature of the development.
[2]
The project must meet the anticipated transportation demand
without placing an unreasonable burden on public infrastructure, such
as LOS, transit and on-street parking facilities, and the surrounding
neighborhood.
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A.
Front yard parking. In all districts except the
C District, pavement and parking is prohibited in all front yards
except in the driveway, and in no case shall the sidewalk be obstructed.
In cases where the physical dimensions of a property located in an
R District provide no possible way to construct parking in the side
or rear yard, one parking space may be constructed in the front yard,
provided that it is no larger than 10 feet by 20 feet.
B.
Low-impact design. Development of a surface parking area over 10
cars, alone or in conjunction with a project, requires compliance
to the low-impact development standards below.
C.
Shared parking. When shared parking is part of an application, the
applicant shall provide analyses as part of site plan review to demonstrate
that proposed uses are either competing or noncompeting.
(1)
Noncompeting uses. In mixed-use developments, applicants may propose
a reduction in parking requirements based on an analysis of peak demands
for noncompeting uses. Up to 50% of the requirements for the predominant
use may be waived by the Commission if the applicant can demonstrate
that the peak demands for two uses do not overlap. An applicant may
use the latest peak demand analyses published by the Institute of
Traffic Engineers (ITE) or other source acceptable to the Commission
or Planning and Community Development Department.
(2)
Competing uses. In mixed-use developments, applicants may propose
a reduction in parking requirements where peak demands do overlap.
In these cases, the Commission may reduce the parking requirements
of the predominant use by up to 30%.
D.
Provision of all off-street parking areas shall comply with the latest
standards associated with the Americans with Disabilities Act (ADA).
E.
Electric vehicle (EV) charging stations. For new construction, two
EV charging ports shall be installed for every 20 parking spaces constructed.
F.
Bicycle parking standards.
(1)
Bicycle parking calculations shall be determined by the baseline
number of off-street parking spaces required. Reductions to the baseline
number of off-street parking spaces required shall not reduce the
number of bicycle parking spaces as required by this article.
(2)
When a baseline parking calculation requires 10 or more parking spaces,
one bicycle parking space is required per every 10 parking spaces.
(3)
Bicycle parking facilities should be designed according to the most
recent edition of the New York State Department of Transportation's
Highway Design Manual.
(4)
Any bicycle parking facilities shall be located in a well-lit location
that is conveniently accessible to a primary entrance(s) to the development's
principal buildings, does not interfere with pedestrian traffic, and
is protected from conflicts with vehicular traffic.
A.
Designs for all new parking lots of more than 10 spaces shall follow
a low-impact development (LID) approach with respect to stormwater
management. Through the application of green infrastructure techniques,
parking lot designs shall incorporate stormwater management systems
that treat and reduce the water quality and runoff reduction volumes
to the maximum extent practicable. The required water quality and
minimum runoff reduction volumes shall be calculated in accordance
with the methodology provided in the latest version of the New York
State Department of Environmental Conservation (NYSDEC) Stormwater
Management Design Manual which shall serve as the basis of design
for all stormwater calculations and proposed best management practices
(BMP) designs.
B.
Any LID technique identified in the NYSDEC Stormwater Management
Design Manual may be utilized in the stormwater management designs.
Acceptable LID techniques may include impervious reduction, vegetated
swales, rain gardens, bioretention facilities, permeable pavers, porous
pavements, infiltration facilities or dry swales. Cisterns and gray
water systems that recycle and reuse stormwater runoff may also be
utilized in the design. Creative solutions that provide equivalent
treatment and/or runoff reduction may be utilized if acceptable to
the Planning Commission.
A.
The Planning Commission shall require that all applicable design
criteria are followed for LID parking area design as defined in this
article unless it determines, upon petition from the applicant, that
the successful implementation of a LID parking area design is infeasible
or would impose an undue hardship on the applicant. Evidence that
may be used by an applicant to demonstrate the infeasibility of implementing
LID techniques on a site may include, without limitation:
(1)
The presence of subsurface geologic conditions, such as ledge or
large quantities of poor fill, a high water table, or soil conditions
that do not allow for the percolation of stormwater;
(2)
The applicant does not own the existing lot to be used for off-site
parking allowances;
(3)
The presence of soil contamination; and/or
(4)
Existing topography or site geometry.
B.
Applicants shall provide the following information prepared by a
New York State registered professional engineer or landscape architect
and shall comply with the design and implementation guidelines provided
in the latest version of the New York State Department of Environmental
Conservation Stormwater Management Design Manual.
(1)
Delineation of all drainage areas, inclusive of areas outside of
the parking envelope, that will contribute stormwater runoff to the
parking area;
(2)
Proposed topography at two-foot contour intervals;
(3)
Site plan showing drainage pathways and locations of proposed BMPs;
(4)
Sizing calculations for BMPs that demonstrate adequate conveyance
and/or water quality treatment of water quality volume;
(5)
Sizing calculations for BMPs that illustrate proposed management
of runoff resulting from one-year, ten-year, and 100-year event;
(6)
List of plantings associated with vegetated BMPs;
(7)
Location of areas reserved for snow storage;
(8)
Location of test pits, depth to seasonal high groundwater and soil
infiltration rates for those areas designated for recharge;
(9)
Schematic diagrams of any gray water or cistern systems proposed
for the parking area;
(10)
An operation and maintenance (O&M) plan shall be submitted
by the applicant to the City Engineer or the Planning Commission that
conforms to the standards for O&M plans detailed in the most recent
version of the New York State Department of Environmental Conservation
Stormwater Management Design Manual.
The landscaping requirements in this section are intended to
provide a baseline set of standards toward reducing the visual impacts
of large areas of pavement, improving the overall environment or parking
areas by providing areas for shade and heat reduction, and enhancing
the overall aesthetic appeal of parking areas. All parking lots, regardless
of size and type (i.e., conventional or low-impact design), shall
comply with landscape and buffer zone standards as set forth in this
chapter.
Loading areas.
A.
Off-street loading facilities shall be provided for each commercial
or industrial use unless it is demonstrated that the use does not
require a dedicated loading area.
B.
Off-street loading facilities shall be arranged so as not to interfere
with pedestrian or motor traffic on the public street or highway.
C.
Any required off-street loading berth shall have a clear area not
less than 12 feet in width by 25 feet in length.
