Planning for a Winter 2019Eugene • Gresham New Mobility Future Carol Crum • Anne Brown PPPM 410/510 Transportation Planning Winter 2019 Eugene • Gresham Planning for a New Mobility Future Carol Crum Report Author • School of Planning, Public Policy, and Management Anne Brown Assistant Professor • School of Planning, Public Policy, and Management COLLEGE OF DESIGN Acknowledgments The author and participants of the Transportation Planning course would like to acknowledge and thank the city of Gresham and city of Eugene staff members for their partnership with the Sustainable City Year Program. We would like to highlight the following individuals from city staff for their time, energy, and feedback given to the students of this course: City of Eugene: Jeff Petry, Parking and Technology Manager Chris Henry, Transportation Planning Engineer Rob Inerfeld, Transportation Planning Manager City of Gresham: Katherine Kelly, Comprehensive Planning Manager Amanda Lunsford, Administrative Analyst Jay Higgins, Assistant Transportation Planner Carly Rice, Assistant Transportation Planner This report represents original student work and recommendations prepared by students in the University of Oregon’s Sustainable City Year Program for the cities of Eugene and Gresham. Text and images contained in this report may not be used without permission from the University of Oregon. Contents 4 About SCI 4 About SCYP 5 About Gresham, Oregon 5 About Eugene, Oregon 6 Course Participants 7 Executive Summary 9 Introduction 10 Findings 24 Recommendations 33 Conclusion 34 References 37 Appendices Winter 2019 Planning for a New Mobility Future About SCI The Sustainable Cities Institute (SCI) 2. Our Urbanism Next Center, which is an applied think tank focusing on focuses on how autonomous vehicles, sustainability and cities through applied e-commerce, and the sharing economy research, teaching, and community will impact the form and function of partnerships. We work across cities. disciplines that match the complexity of cities to address sustainability In all cases, we share our expertise challenges, from regional planning to and experiences with scholars, building design and from enhancing policymakers, community leaders, and engagement of diverse communities project partners. We further extend to understanding the impacts on our impact via an annual Expert-in- municipal budgets from disruptive Residence Program, SCI-China visiting technologies and many issues in scholars program, study abroad course between. on redesigning cities for people on SCI focuses on sustainability-based bicycle, and through our co-leadership research and teaching opportunities of the Educational Partnerships for through two primary efforts: Innovation in Communities Network (EPIC-N), which is transferring SCYP 1. Our Sustainable City Year Program to universities and communities (SCYP), a massively scaled university- across the globe. Our work connects community partnership program that student passion, faculty experience, matches the resources of the University and community needs to produce with one Oregon community each innovative, tangible solutions for the year to help advance that community’s creation of a sustainable society. sustainability goals; and About SCYP The Sustainable City Year Program learning courses to provide students (SCYP) is a year-long partnership with real-world projects to investigate. between SCI and a partner in Oregon, Students bring energy, enthusiasm, in which students and faculty in courses and innovative approaches to difficult, from across the university collaborate persistent problems. SCYP’s primary with a public entity on sustainability value derives from collaborations and livability projects. SCYP faculty resulting in on-the-ground impact and students work in collaboration with and expanded conversations for a staff from the partner agency through community ready to transition to a a variety of studio projects and service- more sustainable and livable future. 4 About Eugene, Oregon About Eugene, Oregon The city of Eugene is a central hub of commercial, educational, and recreational activity in the southern Willamette Valley. Incorporated in 1862 as “Eugene City,” residents sought to turn Eugene into a center of learning. To that end, they raised the initial funding to start the University of Oregon, now the city’s flagship university and public research facility. With a population of just over the Arts and Outdoors,” reflects its 160,000 people, Eugene is Oregon’s commitment to the arts and culture second largest city and the county seat as well as nature preservation efforts. of Lane County. Located in the heart Eugene is also popular for many nearby of the county along the Willamette and recreational opportunities, including McKenzie Rivers, Eugene is recognized Willamette Pass Ski Area, Fern Ridge for its green landscape, recreational Reservoir, and hiking and rafting along opportunities, and sustainability efforts. the McKenzie River. The city’s slogan, “A Great City for About Gresham, Oregon With over 110,000 people, Gresham is the fourth largest city in Oregon. It is bordered to the west by Portland, the largest city in the state. Gresham is ideal for families and businesses wanting to start something new and grow. Gresham is in close proximity to the transit connections, and residential, Columbia Gorge National Scenic commercial, and retail mix; Historic Area and Mount Hood, the highest Downtown which offers a walkable point in Oregon. It has a wide variety blend of shops, restaurants, and of neighborhoods including: the service businesses; and Rockwood, Civic Center, known for its active one of the youngest and most diverse transportation network, rapid neighborhoods in Oregon. 5 Winter 2019 Planning for a New Mobility Future Course Participants PIPPA BAILEY, Architecture Undergraduate AUSTIN BARNES, Planning, Public Policy, and Management Undergraduate JAKE BROWN, Architecture Undergraduate LUCI CHARLTON, Planning, Public Policy, and Management Undergraduate CAROL CRUM, Planning, Public Policy, and Management Undergraduate GRANT DAUTERMAN, Planning, Public Policy, and Management Undergraduate FOREST DAVIS, Planning, Public Policy, and Management Undergraduate RILEY DELAHANTY, Planning, Public Policy, and Management Undergraduate JED DEPUTY, Computer and Information Science Undergraduate MEGAN GREEN, Planning, Public Policy, and Management Undergraduate HANNAH HAMLING, Planning, Public Policy, and Management Undergraduate KATIE HOUSE, Planning, Public Policy, and Management Undergraduate LIA KASHUBA, Planning, Public Policy, and Management Undergraduate IAN LOWELL, Planning, Public Policy, and Management Undergraduate CARTER MCLOUGHLIN, Pre-Advertising Undergraduate JENNA PHAM, Planning, Public Policy, and Management Undergraduate RUBEN SALVADOR BENAVIDES, Planning, Public Policy, and Management Undergraduate LILLIE SCARTH, Spatial Data Science and Technology Undergraduate CARSON STATES, Planning, Public Policy, and Management Undergraduate TOM WITHAM, General Social Sciences Undergraduate 6 Executive Summary Executive Summary The purpose of this report is to gather data about the existing transportation infrastructure in Eugene and Gresham, and analyze this information to make recommendations regarding planning for new mobility services. With advances in technology, new term, Gresham could implement a forms of mobility are emerging land use tax encouraging owners of and entering our cities. These new underutilized downtown properties modes are driving the need for plans such as vacant lots and parking areas and policies that direct how they to develop or sell them. To increase will operate in cities, where they pedestrian activity and meet the can operate and park, and who can City’s goal of creating a place visitors use them. The cities of Eugene and and community members can enjoy, Gresham would like to prepare for these Gresham could create a pedestrian new modes of mobility. mall downtown. The City can also look Transportation Planning students at limiting parking to designated areas, were tasked with gathering data specifically near cities' outer edges, to on current parking and micro- prevent future congestion. mobility usage and infrastructure, For parking in Eugene, we also analyzing these data, and issuing recommended designated loading recommendations to address new and unloading zones for ride-hailing mobility. Students also researched services. To create a more equal how other U.S. cities are addressing distribution of parking throughout issues such as high parking occupancy, downtown long-term, prices can bicycle infrastructure, the emergence be increased in the downtown core of transportation network companies and decreased in peripheral areas to (TNCs) like Lyft and Uber (also known equalize distribution. as ride-hailing services), and new forms The first step for Eugene and of micro-mobility such as e-scooters. Gresham regarding micro-mobility is to Taking into consideration research plan for micro-mobility parking either from other U.S. cities and the goals by reutilizing current parking spaces or of Eugene and Gresham, students using sidewalk space. Current bicycle recommended the following policy lanes can be rebranded as micro-mobility approaches. lanes, allowing for more transportation For parking policies in the city of modes to travel in these spaces. Gresham, we recommend a short-term Eugene and Gresham are at different expansion of transit-selective parking stages regarding micro-mobility requirements and creating designated integration. However, both need to loading and unloading zones for ride- decide if they want to implement hailing services. When parking demand fleet caps on e-scooter companies, reaches a certain level (i.e. 85% during determine where people can ride peak hours), the City could consider e-scooters, and incentivize proper timed or paid parking. For the long- parking of this mode. One solution is 7 Winter 2019 Planning for a New Mobility Future implementing a reward and fee system they create new mobility policy. With for micro-mobility parking. Both cities e-scooters, we recommend requiring can also launch a micro-mobility pilot companies to place e-scooter stations program to see how e-scooters operate in low-income and underserved in their respective cities and use this to neighborhoods. With developing develop further plans. Portland piloted technology, it is important that low- an e-scooter share in 2018, and Eugene income and marginalized communities and Gresham can use this pilot as an are not left behind. Cities need to example. make sure new forms of mobility are We encourage both Eugene and accessible to all people. Gresham to have an equity lens as 8 Introduction Introduction With advances in technology, new mobility forms are emerging, such as ride-hailing services, autonomous vehicles, and electric scooters. Mobility means access: transportation allows people the ability to experience different opportunities and opens doors for where they can live, work, go to school, and shop. It is important that cities plan for these new forms of mobility to ensure they function within our urban fabric and are accessible to all people. In order to prepare for these new these spaces are the urban centers of mobility forms, the cities of Eugene and the cities. Students then evaluated this Gresham are working in partnership infrastructure and researched ways with the Sustainable City Year Program other cities in the United States are and students of the Transportation addressing new mobility modes. Taking Planning class to address these all of this into consideration, students changes. Students gathered data about provided recommendations to city Eugene and Gresham’s current parking staff members about how they might supply and bicycle infrastructure in prepare for this new mobility future. their respective downtown areas, since 9 Winter 2019 Planning for a New Mobility Future Findings Student groups received data from the cities of Eugene and Gresham about previously completed research regarding parking occupancy and bicycle counts. After looking at these data, each group gathered data in different areas in their respective cities and analyzed them, presented in the section below. PARKING IN GRESHAM Existing Parking Supply are currently 475 parking spaces within Currently in downtown Gresham, there Gresham’s parking lots highlighted dark are 11 parking lots surrounded by streets blue in Figure 1. Currently, Gresham that provide on-street parking. There does not charge for parking. FIG. 1 City of Gresham Existing Parking Supply Map of lots 10 Findings FIG. 2 Parking Lot Occupancy Data had an average occupancy over 85%. City of Gresham parking In Figure 2, parking lots highlighted During peak hours in 2015 and 2016, lot occupancy areas in green indicate where data were the parking lot at Miller Avenue and 1st collected. Existing data were collected Street had an average occupancy rate annually during the summer at three of 96% and the lot at Hood Avenue and peak hour periods (7-9 A.M., 11 A.M.–1 2nd Street had an average occupancy P.M., and 4–6 P.M.). The methodology rate of 86%. Apart from the 2015–2016 included counting each lot and street peak hour time, all parking lots had sections in 15-minute increments to average occupancy rates less than 85%. capture turnover rates. Between 2011 This is according to city of Gresham and 2014, none of the observed lots data. 11 Winter 2019 Planning for a New Mobility Future On Street Parking Observations was chosen both for its high traff ic and Street parking occupancy data were ease of observation, and previous years’ collected for streets between NW survey data yielded better longitudinal Miller Avenue, NW 5th Street, NE comparisons. Over the course of our Hood Avenue, and Powell Boulevard. observation period only 31% of the Appendix A shows a map of the area vehicles were parked for the entire four and occupancy rate data. hours. Of the cars we observed arriving, Figure 3 shows the average 28% of them left within 30 minutes, and occupancy percentage averaging nearly 62% of them left within an hour. between 50% and 70% from 2011 This should help dispel some of the and 2017; however, diff erent areas belief among the public that vehicles throughout downtown have diff erent are “camping out” for long periods of occupancy rates (see Appendix A for time; the turnover is quite dramatic. occupancy rate data). In 2011 and 2013 The combined 139 spaces observed none of the observed streets had over had an average occupancy of 89.4% 85% occupancy. Main Street between across the observation period, with 2nd and 3rd Streets reached over 85% a peak of 92% at 1:00 pm. Eight total occupancy in 2012 and Main Street handicap placards were observed, only between 2nd and 4th Streets reached one of which was not in a designated over 85% occupancy 2014 through 2016. space. A designated handicap space Students focused their data was occupied by a non-Americans with collection on the on-street parking Disabilities Act (ADA) placard twice. The on Main Street between 2nd and 4th average goes up to 93.1% occupancy if Streets, and the lot between 2nd Street, handicap and electric-only spaces are 3rd Street, and Miller Avenue. This area excluded. FIG. 3 City of Gresham Average Annual Street Occupancy for Downtown Gresham 2011–17 12 Findings PARKING IN EUGENE Each member of the Eugene parking team collected data on one block within the downtown parking zone. They observed occupancy, turnover, ride-hail drop-off s, and commercial deliveries. The group chose observation locations with high levels of activity based upon meter location (see Appendix B for parking meter locations) and occupancy data provided by the city of Eugene. Existing Parking Supply The areas circled in red indicate areas Figure 4 shows the city of Eugene’s where students conducted their own current supply of parking garages, observations and data collection. surface lots, and metered spaces. FIG. 4 City of Eugene Downtown Parking Supply: garages, surface lots, and metered streets 13 Winter 2019 Planning for a New Mobility Future Metered Streets Occupancy Data least 85% and calculated the overall Occupancy data described hourly percentage of time spent at or above occupancy percentages for metered this occupancy rate. Figure 5 parking along multiple streets summarizes rates of high occupancy for downtown. Students isolated seven streets in downtown Eugene and occupancy periods along each the days during which high occupancy street with an occupancy level of at levels occur. Street Overall Average % of 85%+ Occupancy Broadway 46% Charnelton 0% Olive 29% Willamette 38% 8th 0% FIG. 5 10th 33% Averages of 85% + 11th 0% Street Occupancy Levels On Street Parking Observations well as on East 8th Avenue and Park Figure 6 describes significant counts Street, only one vehicle with an ADA across the selected study locations placard was observed in each area. All outlined in Figure 4. Vehicle turnover other observation areas did not have in Figure 6 describes how many vehicles with ADA placards. vehicles came and went throughout Each observation area experienced a the observation period. The city of limited number of pick-ups or drop-offs Eugene asked students to record how from ride-hailing vehicles such as Lyft many parked vehicles had ADA placards or Uber. Of these, most parked illegally and how long those vehicles remained or stopped in the middle of traffic. See parked for. On Broadway between Appendix C for more thorough outlines Willamette Street and Olive Street, as of key observations in each study. Street # of Vehicle # of Pick-ups/ # of Parking Turnover Drop-offs Commercial Spaces Vehicles Broadway (from 14 37 6 4 Willamette to Olive) Broadway (from Olive 16 33 0 0 to Charnelton) E 8th & E Park 20 17 2 2 Willamette 28 63 6 1 FIG. 6 (from 11th to 13th) Parking Demand Counts in Downtown Eugene 14 Findings PARKING PROGRAMS IN OTHER U.S. CITIES This section outlines parking programs in other U.S. cities to demonstrate how others are responding to new mobility services and changes in demand. This research guided recommendations presented later in this report. Loading and Unloading Another performance-based pricing Zones — Washington D.C. option is currently being tested in Designated loading and unloading zones New Haven, Connecticut. The City provide a potential solution to decreased is comparable to Eugene in terms of parking demand from increased ride- its population and strong university hailing. Converting unused parking presence. New Haven utilizes standard to loading zones takes advantage of parking meters to charge for on-street ride-hailing services’ ability to deliver parking and its Parkmobile program more passengers per space in a given allows drivers the option to pay meter time frame than parking by preventing fees through their smartphone (City the latter from occurring (Lu 2018). of New Haven 2019). These fees Cities are piloting programs identifying are subject to adjustment during a loading zones in downtown districts three-year pilot program; the new or during peak ride-hailing hours, but pricing system intends to divert substantial data have yet to be collected. parking demand from high demand Washington D.C. currently does this: areas toward less congested streets signs installed by the Director of the by raising and decreasing prices District Department of Transportation respectively (Appel 2018). designate locations as loading and unloading zones as well as stating the All Transit Pass — Massachusetts hours that the sign is applicable (D.C. In several places, like Massachusetts Municipal Regulations 2013). (Franklin Regional Transportation Authority 2018) and Southeast Performance Pricing — San Francisco, Pennsylvania (Southeastern Pennsylvania California & New Haven, Connecticut Transportation Authority 2019), a pass SFpark is a performance pricing is available that grants the bearer program for the city of San Francisco. monthly access to all the region's This program utilizes sensors that transit networks. Most places offer this report the occupancy of each curb only to seniors, but theoretically, this space on every block alongside parking card could be offered to anyone. This meters that adjust cost according to kind of streamlining helps reduce the the time of day (Pierce & Shoup 2013). inconvenience of purchasing transit SFpark has two goals: to make curb fares, especially if the traveler utilizes parking readily available, and to ensure multiple modes frequently. that curb parking accommodates as many customers as possible for Reclaiming the Streets — Burlington, adjacent businesses. Gregory Pierce Vermont and Donald Shoup conclude in their Burlington, Vermont’s major study of SFpark that it has the potential thoroughfare, Church Street, is to revolutionize parking and that other completely closed to automobile cities should look towards performance traffic for four blocks, allowing pricing as the future. cyclists, pedestrians, scooters, street 15 Winter 2019 Planning for a New Mobility Future performers, and community members the price increasing incrementally to enjoy the brick-lined street. It is in up to eight dollars for more than six a mixed-use zone, so the top floors of hours. Similar car-excluded street most of the businesses are apartments, sections or outdoor malls exist in other reducing the vehicle miles traveled cities like Minneapolis, Minnesota and for employees and shoppers. Parking Providence, Rhode Island (“Parking and is free in three city-owned parking Transportation” 2019). garages for the first two hours, with MICRO-MOBILITY IN GRESHAM This section describes existing bicycle infrastructure in Gresham and discusses existing and student-collected bicycle count data. Existing Bicycle Infrastructure including bus stops, MAX lines, park FIG. 7 Figure 7 identifies current mobility and ride locations, bicycle parking, and City of Gresham Mobility Network infrastructure in downtown Gresham, bicycle routes. Infrastructure 16 Findings Existing Bicycle Count Data 9:00 and 11:00 a.m. or in the afternoon The city of Gresham provided bicycle between 3:00 and 5:00 p.m. Weather count data from 2011 to 2018 across 21 was recorded in the data, but just as trips and 42 hours at Site 518 (see Fig- a simple datum of ‘sunny’ or ‘cloudy.’ ure 8), a bike trail near the observation Data were parsed to try to understand FIG. 8 City of Gresham Bicycle location on Division Street. Data were trends in bicycle travel near our area of Count Site 518 Map collected in the mornings between study (see Appendix D graphs). Bicycle Observations number of cyclists observed per hour On a Friday afternoon from 1:00–5:00 over the observation period. p.m., students recorded bicycle counts Through data collection, students at the Gresham Transit Center. This loca- found that: tion’s proximity to a TriMet Bike and Ride • Some cyclists used Hood or Kelly facility as well as a transit center gives Avenues as connectors to and from it a critical context within Gresham’s the Wy’East Path but most continued transportation network. Currently, the in the sharrow along the main path on street has a design that leads to conflict 10th and 8th Streets. between users in the road. Figure 9 • Cyclists consistently boarded and displays the area as well as the direction deboarded busses and light rail at and quantity of cyclists over the obser- this location. vation period. Figure 10 shows the • Most sidewalks are very narrow. Wy'East Path FIG. 9 City of Gresham data visual with arrows 17 Winter 2019 Planning for a New Mobility Future FIG. 10 City of Gresham bicycle counts MICRO-MOBILITY IN EUGENE Two groups collected data regarding bicycle infrastructure in Eugene. One group focused on the intersection of Willamette Street and Broadway, the center of the downtown core, while the other group collected data around 5th Street Market. FIG. 11 City of Eugene bicycle infrastructure downtown 18 Findings Existing Bicycle Infrastructure due to its frequent number of travelers Figure 11 shows the existing using different modes of transportation infrastructure in the downtown area. and its need for infrastructure FIG. 12 Figure 12 shows the existing bicycle improvement to support newer modes City of Eugene bicycle infrastructure 5th Street infrastructure surrounding the 5th of micro-mobility. Market area Street Market. This area was selected Bicycle Observations per hour, second highest on Saturday Members of one group observed the (16.25 bikes per hour), third highest on intersection of West Broadway and Monday (16 bikes per hour), and lowest Willamette Street. This intersection on Sunday (9 bikes per hour) (see was chosen for observation because it Appendix E). Over the four observation is central to the downtown corridor’s days: mobility network. Data were collected from 3:00 to 7:00 p.m. so students • 5:00–6:00 p.m. time period had the could observe during the typical peak highest volume of bikes (19.5 per time of traffic. Data were specifically hour) collected regarding bicyclist volume and any generally noteworthy • 3:00–4:00 p.m. and 4:00–5:00 p.m. characteristics. One note is that on had 19.25 bikes per hour on average Friday and Saturday it was raining, and on Sunday and Monday it was • 6:00–7:00 p.m. time period had the not. Bicyclist volume was the highest lowest volume at 17.25 bikes per hour on Friday with an average of 34 bikes (see Figure 13) 19 Winter 2019 Planning for a New Mobility Future Members of another group each of the area, as well as observations of observed 5th Avenue, Pearl Street, bicycling usage and patterns. Data also and High Street around the 5th Street included recordings of any perceived Market area for a four-hour period safety risks or obstructions. between Friday and Monday in mid- Data show that Monday and Friday February, from 3:00 to 7:00 p.m. had the highest bike usage around the This time was selected in order to 5th Street Public Market, as seen below observe the difference between daily in Figure 14. This information tells commuters passing through and us that this area could see commuters people arriving for weekend leisure. travelling to and from work in the area Data collection included an intake and more than customers travelling to the analysis of the current infrastructure shopping center itself. FIG. 13 City of Eugene Bicycle throughput at Willamette and Broadway (Day) 20 Findings Number of Bicycles Counted Around 5th Street Market Day of week (by color) FIG. 14 City of Eugene Bicycle Count Data around 5th Street Market MICRO-MOBILITY PROGRAMS IN OTHER U.S. CITIES With emerging micro-mobility technology, cities are tasked with determining where e-scooters should ride and park as well as who can ride them. Below are examples of cities who have tested diff erent forms of policy and infrastructure, guiding the recommendations made in the following section. Parking Infrastructure and Policies Guidelines released by the City of To encourage parking in provided San Francisco, can be useful (Reiskin parking corrals, the University of 2018). This guide urges e-scooter Texas at Austin provided an interactive users to park upright and either in the scooter parking map that allows furniture zone or designated areas. users to see where designated Additionally, it instructs users not to scooter parking is located and what park near “emergency exits,” “against parking corrals look like (University building facades,” “on sidewalks less of Texas at Austin 2019). This gives than 9 feet wide,” or “anywhere two users a clear reference for where pedestrian paths of travel intersect,” and how to park. For areas where among other instructions (Herron 2018). designated parking is less feasible, a The second approach to encouraging comprehensive guide summarizing proper e-scooter parking, often used in the parking guidelines specific to the conjunction with the first, is to conduct area, such as the Powered Scooter stops and citations of riders who ride or Parking Requirements and General park incorrectly (Sisson 2018). 21 Number of bicycles Winter 2019 Planning for a New Mobility Future Cities can also fine scooter companies and incentives to enforce these FIG. 15 for parking violations committed by regulations. For example, in Eugene the Parking Guide users. The city of San Francisco, for PeaceHealth Rides bikeshare program by UT Austin example, fines scooter companies rewards cyclists who park their bicycles up to $500 for each parking violation at PeaceHealth docks with a $1 credit and allocates revenue towards general and charges a $1 fee for those who enforcement under the terms of the do not. This reward and fee system contract (Rudick 2018). Enforcing fines may influence riders’ choices without on the providers encourages them discouraging them from using the to come up with creative solutions to system altogether. Since e-scooters parking issues. For example, electric are so new at this point, there are few scooter share company Skip has examples for best practices regarding camera-equipped scooters that can parking and ridership policies. However, sense parking jobs that aren’t “upright their similarities to bikeshare services or in the furniture zone.” The app can in Eugene and other cities across the then notify users to repark and coach country suggest that a geo-fencing them on how to park better in the future reward and fee system may be equally (Mantri 2018). successful. In order to influence cities’ parking regulations, programs use fees 22 Findings Micro-mobility Lanes • Employ ambassadors to pass out E-scooter and bike share usage has helmets. expanded around the country. The major consensus around the U.S. is that • Provide mandatory in-app training to while in use, e-scooters belong in bike users. lanes, or “micro-mobility lanes,” which has become a more appropriate name. • Require users to prove that they have From the hometown of e-scooters, parked appropriately. Santa Monica’s Mobility Manager Francie Stefan describes transportation The city of Portland itself took on the as a diverse ecosystem and explains following responsibilities (“Frequently that cities should “offer a diversity of Asked Questions” 2019): options that coexist for the long term,” such as mixed-use micro-mobility lanes • Distribute information “via print and (“Sidewalk Wars” 2018). digital communication channels.” Pilot Program • Portland Bureau of Transportation In 2018, the city of Portland, Oregon (PBOT) hosted “education events to launched a 120-day shared electric educate scooter riders about safety scooter pilot. During this four- and their responsibilities as riders.” month period, the City allowed three companies (Bird, Lime, and Skip) to • “Police and Regulatory and Parking launch in the area. The city of Portland Enforcement Staff from PBOT” set a fleet cap of 2,500 e-scooters enforced state and city rules. and a $0.25 per-trip surcharge during its 120-day pilot program. Portland also implemented policies Through this pilot, the city brought in designed to achieve both equitable $118,245.25 from “application fees, distribution and pricing of e-scooters. permits, use fees and penalties,” and The City required companies to place reported spending “$86,420.86 on a minimum number of scooters in low administration, enforcement and income and historically underserved evaluation fees” (“Frequently Asked areas during their 120-day pilot Questions” 2019). program (Reiskin 2018). Portland also The city of Portland delegated the required e-scooter companies to following tasks to the companies: provide a reduced fare to low income residents and encouraged companies • Provide workshops for riders, to provide a cash fare option chargers, and for general community (“Frequently Asked Questions” 2019). education. 23 Winter 2019 Planning for a New Mobility Future Recommendations This section outlines recommendations based on data analysis and research of programs and policies that other U.S. cities have implemented. These recommendations are separated into four sections: parking in Gresham, parking in Eugene, micro-mobility in Gresham, and micro-mobility in Eugene. Each section contains short-term, mid-term, and long-term recommendations tailored to each city’s needs and goals. PARKING IN GRESHAM Through data collection and analysis, students found Gresham parking rarely meets the 85% occupancy desired to constitute pricing parking in the downtown area at this time. In the future if parking demand increases, this may be an option the city of Gresham can explore. Short-Term Recommendations consider employing transit-selective • Expand transit-selective parking parking requirements strategically to requirements encompass other modes going forward. • Designate loading and unloading If parking supply is concentrated in zones key areas near downtown and other high demand areas, it becomes easier Expand Transit-Selective Parking and cheaper to provide scooter, Requirements bike, bus, municipal shuttle, and AV Gresham’s parking requirements are access between those lots and key progressive compared to the rest of the destinations. country. The plan defines parking as a secondary use to pedestrian access, Designated Loading and Unloading calls for one off-street parking space Zones per residential unit, and no off-street Loading and unloading zones will spaces for commercial with some become increasingly valuable and exceptions for high-capacity venues. necessary as ride-hail services gain in Additionally, there is a provision for popularity. By designating curb space one off-street parking space for every specifically for loading and unloading, 1,000 square feet of floor area for particularly for ride-hail vehicles in the properties within 1,000 feet of a MAX downtown area, Gresham can prevent station. We find this to be a prudent these vehicles from stopping mid-traffic policy and recommend Gresham to drop off passengers. 24 Recommendations Mid-Term Recommendations by parking permit sales and tickets for • Parking time limits parking violations. If other systems • Pay-to-park systems are put into place early (i.e. parking time limits), then a fund could be set Parking Time Limits up for the initial costs of installing pay In the next few years, we recommend stations. This could lessen Gresham’s implementing marked parking time cost burden. limits in certain high demand zones. To avoid placing an undue burden on Long-Term Recommendations downtown workers, parking stickers • Land use tax or tags can be sold to employees and • Pedestrian mall business owners for underutilized • Multi-modal transit card locations. This would move many • Limiting parking to designated areas vehicles that are regularly parking in prime locations to another area, leaving Land Use Tax more parking for downtown customers. We recommend a land-value tax Costs would be minimized by a structure that prices land improvements combination of selective enforcement at a lower rate than unimproved land. during peak times and revenue gained One potential barrier to development from tag sales and tickets for violations. is tax increases when land is improved. Through a land-value tax, improved Pay-to-Park Systems land will not be taxed at a higher rate Wilson’s Parking Reform Made Easy than unimproved land, removing this states that 85% occupancy is the barrier and encouraging owners of ideal rate at which priced parking is underutilized downtown properties effective (Willson 2013). Downtown to develop or sell them. This may Gresham often fails to reach this level, reduce privately-owned parking so we agree with Gresham officials lots in the mid-term. Additionally, in that discussion of parking pricing can conjunction with other Gresham plans be delayed for now. As population to increase transit ridership and multi- continues to grow in the area and modal transportation options, this occupancy rates for downtown parking could discourage single occupancy increase, pay-to-park systems may be vehicle use downtown without limiting considered. Oregon Metro’s Distributed mobility. It may also encourage Forecast projects that between 2015 developers to build multi-family and 2040, Gresham’s will grow from housing, office spaces, restaurants, 38,412 to 45,785 households. The and other businesses that would number of projected jobs will also benefit the economy and livelihood of increase by more than 15,000 (Hamilton the downtown corridor. This system 2016). works well in Pittsburgh and Scranton, We recommend installing pay-to- Pennsylvania, as well as several park systems after testing out parking European countries to incentivize time limits, as the two can be used in development over land stagnancy and conjunction with one another. Funding speculation (Coate 2017). for enforcement would be gathered 25 Winter 2019 Planning for a New Mobility Future Pedestrian-Only Mall in the area for a fee or for a percentage In order to meet Gresham’s goal of of sales. Because it is meant to be an creating a place that visitors and inviting space for community members, community members can enjoy, the possibilities rely on community shutting down a section of Main Street needs and wants. to car traffic or creating auto-limited streets for an outdoor pedestrian Multi-Modal Transit Card marketplace is a future possibility One of the barriers to transit use is the worth considering (City of Gresham inconvenience of payment. A transit 2018). Rather than the existing card that can pay fares on buses, trains, woonerf, which is planned to connect ride-sharing companies, and micro- the park area to the transit station, mobility rentals may help reduce this a pedestrian marketplace would inconvenience and encourage people incorporate the commercial district, to switch from single occupancy capitalize on Gresham’s downtown vehicles to other modes. Eventually, as a civic focal point, and create a such a card could be made digital pleasant place to loiter, perform, shop, and used on an app like Google and meet neighbors. The success of Pay. Gresham could partner with Church Street in Burlington, Vermont neighboring Portland-area cities to demonstrates that people are more provide transit across the urban area as willing to linger when there are things to a regional card’s utility increases with do and will patronize local businesses the size of its service area. if getting there is easy. In the 1970s, the city of Eugene had a pedestrian-only Limiting Parking to Designated Areas mall encompassing a large section of In order to reduce congestion in downtown. Community members had downtown as the population grows, the concerns about the limited number city of Gresham can build or designate of parking spots when this pedestrian structured parking areas outside of mall existed. The city of Gresham could the downtown core to accommodate minimize some parking concerns by visitors and commuters. In turn, the limiting the pedestrian mall to two or City can place e-scooters and bicycle three linear blocks, a smaller section rentals near parking structures and than Eugene’s former pedestrian mall. throughout downtown, encouraging For accessibility purposes, several use of alternative transportation modes. ADA parking spots should be placed Micro-mobility rentals can utilize near the area’s entrance, allowing the transit card to provide service to disabled patrons to frequent the mall. low income areas that may not be It would be best to start with two to accessible by transit alone. The City can three ADA spaces and then add more also provide frequent shuttle services designated spaces later if need is (electric AV or streetcar) from parking apparent. structures to downtown. This may not In addition to being a fun downtown significantly reduce single occupancy entity, a pedestrian mall has the ability vehicle use, but may reduce their use in to generate revenue for the city. This the downtown core and facilitate transit could be done by allowing markets, service by concentrating pick-ups and festivals, and other events to operate drop-offs. 26 Recommendations PARKING IN EUGENE Short-Term Recommendations such as Sizzle Pie and Killer Burger. The Designated Loading and other two spots could be located on the Unloading Zones south side of Broadway closest to Olive With new ride-hailing programs such Street, serving riders arriving at and as Lyft and Uber operating in Eugene, departing businesses such as Cowfish the demand for safe and legal places Bar and The Davis Restaurant and Bar. to load and unload passengers is During the day, these spots can increasing. During a tour hosted by remain metered and be used as regular city of Eugene staff , Parking Services parking, since our data show that ride- Manager Jeff Petry mentioned that the hailing is infrequent during the day in City is witnessing ride-hail vehicles that area. 8:00 p.m. is late enough to stop in the middle of traff ic to load where people headed downtown are and unload passengers, disrupting typically going to a bar or restaurant. traff ic flows. To mitigate this issue, we Bars close at 2:00 a.m. and Sizzle Pie recommend that four parking spaces closes at 3:00 a.m., so extending this along Broadway Street between loading and unloading zone period Willamette and Olive Streets be used as to 4:00 a.m. allows people to hail a loading and unloading zones between Lyft or Uber once these spaces are 8:00 p.m. and 4:00 a.m. every night. closed. Designating them as loading By designating several spots along and unloading zones from 8:00 p.m. this block as loading and unloading to 4:00 a.m. will not aff ect parking zones, ride-hailing vehicles will have a revenues since parking is currently free designated place to park while people during this timeframe. enter and exit the vehicle, preventing As for the 5th Street Market, two unsafe practices and impeded traff ic high traff ic drop-off and pick-up flows. Two spots could be located on locations we noted are depicted by red the south side of Broadway closest squares in Figure 16. These spots to Willamette Street, serving riders are used frequently for passenger arriving at and departing businesses drop-off s and pick-ups due to their FIG. 16 City of Eugene load and unload 5th Street Market 27 Winter 2019 Planning for a New Mobility Future proximity to the nearby hotel, Bolt Bus 85% occupancy 0% of the time. In stop, and shopping center. Since all order to redistribute parking into the these destinations are used regularly underutilized areas, we recommend throughout the day and week, there is raising the price of parking downtown no need to adjust the zoning for these and leaving the peripherals priced the spaces at different times. As a result, same. Alternatively, the city of Eugene we recommend transforming these can leave downtown prices the same existing parking spaces into designated and make the peripherals cheaper. drop-off and pick-up sites. Because Pricing the curb high enough will make these spaces are already parking people change where they park. Just spots, transitioning them into drop- a few blocks outside the core, most off and pick-up spaces would require streets never become more than 70% little change. A sign by the spots and/ full, as seen on Willamette Street or paint to signify their function could between 11th and 13th Avenues. Shifting suffice. In addition, the spots could be parking from directly downtown to just moved to a different area location if outside of it allows for a more equal any issues arose. If converting parking distribution of cars, easier deliveries for spots to full-time loading zones is a trucks and less congestion. major concern, the City could run The city of Eugene has started these locations as a “pilot program” to implement sensor-based data with temporary signs and assess their collection methods similar to SFpark success at a later date. in many of their downtown blocks. They can measure performance using Long-Term Recommendations parking meters already in place to Increasing Pricing for Equal Parking determine if prices are high enough Distribution to change individual behavior. This Parking outside of the downtown core will allow the City to see in real time is underutilized. With data given to us whether the differences in prices are by the city of Eugene, we calculated producing desired effects. the overall percentage of time spent By redistributing parking outside at or above an 85% occupancy rate. of the downtown core, parking Broadway is over the 85% occupancy spaces will be available and could be rate 46% of the time while Willamette converted into loading and unloading Street is over 38% of the time. Streets zones, parklets, or micro-mobility such as Charnelton Street, 8th parking as mentioned in our previous Avenue, and 11th Avenue are above recommendations. 28 Recommendations MICRO-MOBILITY IN GRESHAM Short-Term Recommendations Bureau of Transportation 2019). It is Reutilize Parking Spaces for Alternative recommended that Gresham set a fleet Purposes cap during this pilot program. Many parking spots in downtown Gresham are around 60% average Long-Term Recommendations occupancy, falling below the 85% target Create Micro-Mobility Lanes where rate. Parking spots with low utilization only Sharrows are Present can be transformed to better utilize In the wake of bicycle and scooter the public space. Examples of items share, there is a need for lanes for that could be placed in current parking micro-mobility modes to travel spots are food carts, parklets, cafe separately from cars. Currently, seating, loading and unloading zones, Gresham has many sharrows, or shared or micro-mobility parking for bicycle or lanes where vehicles and micro- e-scooter share systems. mobility modes travel in the same space. Riders may resort to riding on Mid-Term Recommendations the sidewalk out of safety concerns and Launch a Micro-Mobility Pilot Program unintentionally create rider-pedestrian In the mid-term, the city of Gresham conflict. Protected bike lanes are best could investigate launching an practice, but understandably are not e-scooter pilot program in the always feasible. Micro-mobility lanes, downtown area. Portland ran a 120- even unprotected, will help guide day pilot program and is launching a micro-mobility users off Gresham’s yearlong pilot in April 2019 (Portland often narrow sidewalks. MICRO-MOBILITY IN EUGENE Short-Term Recommendations city of Eugene implement sidewalk and • Create micro-mobility parking in-street e-scooter parking corrals. • Transition bike lanes into micro- The first type of e-scooter parking mobility lanes that allow for infrastructure is the sidewalk parking E-scooters and other low-speed corral. These are relatively inexpensive transportation modes at $200 per corral (Linton 2018). This • Electric scooter education kind of parking takes advantage of • Electric scooter fleet cap unused space (for example, in the furniture zone) and only requires paint Create Micro-Mobility Parking (see Figure 17). Some extra space Since e-scooters are dockless, cities can be found between planters along need to provide adequate parking East Broadway and Willamette Street to ensure they do not congesting or be created by removing some of sidewalks, hinder accessibility, or these planters. Additionally, the City become a public nuisance. To combat can return certain chained-off sections this potential issue, we recommend the in the downtown corridor (such as the 29 Winter 2019 Planning for a New Mobility Future FIG. 17 E-scooter corral paint example area at Broadway and Olive Streets) children and youth will have the same to the public and utilize some of this mobility opportunities as the driving reclaimed space for e-scooter parking. populations” (MoveEug 2017). We also encourage the city of Eugene to place corrals at various LTD stops Transition Bike Lanes into to link the two modes by providing a Micro-Mobility Lanes potential first- and last-mile solution to We expect that e-scooters will be very transit trips. popular in the multimodal area of the The second type of e-scooter parking 5th Street Public Market. The area infrastructure is the in-street facility, already has a number of bike lanes which is a painted rectangle surrounded with relatively good accessibility and by plastic bollards (see Figure 18). connectivity. Although e-scooters are In-street parking accommodations are not yet in Eugene, they are expected about $800 each (Linton 2018). It is to come very soon, and it is likely that recommended that in-street corrals are they will be drawn to the many things minimal and well distributed because the 5th Street Public Market has to the downtown corridor is relatively off er. In preparation, Eugene may want small, and these facilities have the to ensure that all e-scooters be driven capacity to house many e-scooters. where bikes are permitted: in bicycle They should be placed in converted lanes and on streets where sharrows parking spots in central areas that are present. By placing e-scooters in attract many people, such as outside bicycle lanes, the city would separate restaurants, bars, and concert venues. them from pedestrians and cars, The downtown sidewalks are narrow at both of which are safety hazards. times, and by utilizing a parking space, Additionally, inviting e-scooters into sidewalks remain open and create a bicycle lanes would set the standard for more walkable space. A walkable and future micro-mobility modes to come. It bikeable city, as identified by Eugene’s would change the limiting definition of Active Transportation Strategy for 2017- “bicycle lane” to be more inclusive for 2021 is “more equitable because senior the future. citizens, people with disabilities, and 30 Recommendations Electric Scooter Education Information about these laws It is recommended the city of Eugene could be distributed through the follow similar practices to Portland’s aforementioned education materials. 120-day e-scooter share pilot. The City can provide information regarding Electric Scooter Fleet Cap e-scooter guidelines to educate citizens Similar to the Portland 120-day pilot before the scooters are launched. The program, it is recommended that the distribution of safety information and city of Eugene set a fleet cap of 700 guidelines via email, print-outs, and e-scooters, about ¼ of the Portland informative conference sessions are fleet cap. We decided on this number three platforms to provide education because Eugene has the population of about e-scooters. In addition, making about ¼ that of Portland’s. Eugene can helmets available to be purchased also institute a $0.25 per-trip surcharge or rented through the city of Eugene and charge scooter companies a permit at various locations could make for fee to be determined by the City. safer and responsible riders. The city Ideally these policies will ensure of Eugene would need to enforce the that the scooters do not create an state-wide scooter laws such as: overly-congested urban environment by physically limiting their presence • Required helmet use and dedicating space to their storage. • No riding on sidewalks The fees may also help cover the cost • Age restrictions (must be of implementing parking infrastructure 16 years old) and enforcement of parking and moving violations by users. FIG. 18 E-scooter corral paint and bollards example 31 Winter 2019 Planning for a New Mobility Future Mid-Term Recommendations For example, Eugene can mandate • Implement a reward and fee system that a certain portion of the fleet be for e-scooter parking deployed in low income or historically • Require e-scooter companies to underserved areas. We believe that the geofence service areas following recommendations will foster a • Electric scooter share stations more equitable e-scooter program: in low income and underserved neighborhoods • Place scooter minimums in certain low income areas such as West Implement a Reward and Fee System Eugene and in areas of low income for E-scooter Parking housing. The 5th Street Market already has a • Place scooter minimums in areas that bikeshare hub and many bike racks. are underserved by the current public Because of this existing infrastructure, transportation network. implementing a reward and fee system for e-scooter parking would Long-Term Recommendations be relatively simple and beneficial for Protected Micro-Mobility Lanes the area. The City could implement The area surrounding the 5th Street credit, similar to that of PeaceHealth Public Market currently has bicycle bikeshare, for e-scooter users to park in lanes on almost all sides, but none certain areas like bike racks and hubs. of those bicycle lanes are protected In this area, the City can encourage a by a physical barrier. The city of partnership between PeaceHealth Rides Eugene could create physical barriers and e-scooter companies, the latter between cars and smaller modes of currently recognizing PeaceHealth transportation like e-scooters and docks as a proper place to park. This bicycles in order to protect all parties rule would encourage users to park involved. Much like a curb, these barrier their e-scooters in appropriate places, would discourage cars from impeding which would ideally declutter and on the micro-mobility lane. This project improve area safety as a whole. would be long-term, as it requires swapping the placement of micro- Electric Scooter Share Stations mobility lanes and on-street parking, in Low Income and Underserved as well as implementing the actual Neighborhoods barrier itself. Rider usage is projected to We also recommend that Eugene increase because the feeling of safety implement policies regarding equitable would be greater. Parked cars would access, following Portland’s example. protect bikes from traffic. 32 Conclusion Conclusion Students collected data about the existing transportation infrastructure in Eugene and Gresham, analyzed this information, researched policies implemented by other cities, and made recommendations to both cities regarding planning for new mobility services. New forms of mobility are emerging, Recommendations regarding parking such as transportation network range from creating time limits and companies, e-scooters, and bicycle changing prices to establishing loading share services, necessitating policies and unloading zones for transportation that address their operation within network companies or ride-hailing our cities and urban fabric. Cities services. Recommendations regarding also need to examine how these new micro-mobility discuss parking modes will shape the urban fabric and infrastructure and requirements, change the demand for parking and allowing all micro-mobility modes to curbside infrastructure. New modes use bicycle lanes, and making sure and data lead to more questions modes are equitably distributed. about how new mobility will shape our Mobility means access: future, emphasizing the importance transportation allows people to live, of continuous research and policy work, and shop in different areas, evaluation. giving them access to opportunities. It The cities of Eugene and Gresham is important as new forms of mobility can consider recommendations emerge that cities prepare for them provided by the Transportation Planning and create policies ensuring safe and class to create policies and plans in equitable access. preparation for new modes of mobility. 33 Winter 2019 Planning for a New Mobility Future References “Parking & Transportation.” Church Thousand Dollars Garnered from Rides.” Street Marketplace. https://www. Willamette Week. December 7, 2018. churchstmarketplace.com/information/ parking-directions-tourbus. Linton, Joe. 2018. “Santa Monica Installs In-Street E-Scooter Parking Corrals.” “Sidewalk Wars - The Infrastructure of Micro Streetsblog Los Angeles, 8 Nov. 2018. Mobility.” American Planning Association https://la.streetsblog.org/2018/11/08/santa- California Chapter Los Angeles. March 27, monica-installs-in-street-e-scooter-parking- 2018. apalosangeles.org/sidewalk-wars-the- corrals/. infrastructure-of-micro-mobility/. Lu, Ryland. 2018. “Pushed from the curb: Appel, Allan. 2018. “Pilot OK’d for New optimizing the use of curb space by Parking Meter Pricing Plans.” New Haven ride-sourcing vehicles” master’s thesis. Independent. July 12, 2018. https://www. University of California Los Angeles, 2018. newhavenindependent.org/index.php/ https://escholarship.org/uc/item/25p966dh. archives/entry/new_parking_meter_pricing_ plan_/ Mantri, Shalin. 2018. “Sensing for Safety: How Skip Uses Cameras to Make Scooters City of Gresham, Oregon. 2018. Smarter and Safer.” Medium. December 18, Comprehensive Plan. https:// 2018. https://medium.com/@skipscooters/ greshamoregon.gov/Comprehensive-Plan/ sensing-for-safety-how-skip-uses-cameras- to-make-scooters-smarter-and-safer- City of New Haven. “Meter Collection.” c44b61f99204 https://www.newhavenct.gov/gov/depts/ traffic/parking/meter_collection.htm MoveEug. 2017. “Eugene’s Active Transportation Strategy 2017-2021.” https:// Coate, Patrick. 2017. “Land Value in www.eugene-or.gov/DocumentCenter/ Pennsylvania: A Practical Application”. View/39679/MoveEUG_Eugene-Active- American Institute for Economic Research. Transportation-Strategy_2017?bidId= January 26, 2017. https://www.aier.org/ article/land-value-pennsylvania-practical- Pierce, Gregory and Shoup, Donald. 2013. application. “SFpark: Pricing Parking by Demand”. ACCESS, Vol 43, p 223. Fall 2013. D.C. Municipal Regulations (DCMR). 2013. “Section 18-2402: Loading Portland Bureau of Transportation. 2019. Zones.” December 2013. www.dcregs. “Shared Electric Scooter Pilot.” https://www. dc.gov/Common/DCMR/SectionList. portlandoregon.gov/transportation/77294 aspx?SectionNumber=18-2402. Reiskin, Edward. 2018. “Powered Scooter Franklin Regional Transportation Authority Parking Requirements and General (FRTA). 2018. “Statewide Transportation Guidelines.” San Francisco Municipal Access Pass.” July 1, 2018. https://www. Transportation Agency. 2018. https://www. frta.org/getting-around/statewide- sfmta.com/sites/default/files/reports-and- transportation-access-pass/. documents/2018/10/appendix_1_-_powered_ scooter_parking_requirements_and_ Hamilton, Rebecca. 2016. “2040 Distributed general_guidelines_10.9.18.pdf Forecast Staff Report.” Metro. August 29, 2016. https://www.oregonmetro.gov/2040- Rudick, Roger. “Stiffer Fines for Illegally distributed-forecast. Parking a 20-Pound Scooter than a 20,000-Pound Truck?” Streetsblog Herron, Elise. 2018. “Early Figures Show San Francisco, June 20, 2018. https:// Scooter Companies Paid Portland sf.streetsblog.org/2018/06/20/stiffer-fines- Transportation Bureau Several Hundred for-illegally-parking-a-20-pound-scooter- than-a-20000-pound-truck/ 34 References Sisson, Patrick. “As Scooters Multiply, Santa Monica Plans Regulations to Address Community Concerns.” Curbed Los Angeles. June 7, 2018. https://la.curbed. com/2018/6/7/17438168/santa-monica- electric-scooters-bird-regulations-lime Southeastern Pennsylvania Transportation Authority (SEPTA). 2019. “Senior Citizen Transit ID Cards.” http://www.septa.org/ fares/discount/senior-id.html. University of Texas at Austin. “Scooter Parking.” Parking and Transportation Services. 2019. https://parking.utexas.edu/ electric-scooters-0 Willson, Richard. 2013. Parking Reform Made Easy. Washington, DC: Island Press. 35 Appendix A Downtown Gresham: Street Parking Occupancy Appendix B City of Eugene Map of Metered Parking Spaces in Downtown Appendix C BROADWAY BETWEEN WILLAMETTE STREET • Unaffiliated with ride-hailing: 5 AND OLIVE STREET • If there was an open space, driver would use Commercial buildings line the block of Broadway it as a loading zone. If not, then the driver between Willamette Street and Olive Street would double park in the street. downtown. The need for customer accessibility warranted a study of parking in the area. The • Commercial Vehicles observation period extended from 7:30 a.m. to • Most pass through, did not park on street 11:30 a.m. on Wednesday, January 30th, 2019 in • Deliveries transported on foot through order to capture the parking demand during a alleyways connected to parking or Kesey typical weekday morning. There are a total of 14 Square metered parking spaces available for vehicle use • 4 commercial vehicles parked and left during between Willamette and Broadway. Paid parking observation. comprises all the provided automobile spaces on this block; drivers who wish to park free of charge BROADWAY BETWEEN OLIVE STREET AND must look elsewhere for car parking. Bicycle racks CHARNELTON STREET are present along the street as well. Broadway between Olive Street and Charnelton Street consists of a salon, a game development Location studio, and a vacant building on the north side of Broadway between Willamette Street and the block. The south side of the block consists of a Olive Street convenience store, a restaurant, the Jazz Station, a Wednesday January 30th from 7:30 a.m. to martial arts studio, and a theater. The observation 11:30 a.m. period extended from 1:00 p.m. to 5:00 p.m. on Wednesday, January 30th, 2019. Total Capacity Eight parking spaces line both the north and • 14 metered parking spaces south sides of Broadway, offering a total of sixteen • 6 spaces on north side of Broadway metered spaces. At the start of the observation • 8 spaces on south side of Broadway period, fifteen of the spaces were occupied, one of which by a police camera on a trailer that was Observations stationary for the observation period. Of these • Private vehicles spaces, one vehicle had an ADA placard and • 6 cars parked, 0 bikes at start of observations remained parked during the entire observation • No use of ADA spaces observed — remained period. The observed turnover rate for vehicles on unobserved during study period this block was 33. One person was dropped off by • Car turnover: 37 a personal vehicle. Lyft, Uber, and taxi drop-offs • Cars typically stayed for either short or did not occur. Deliveries did not occur either. fairly long periods of time (either left within 20 minutes of parking or stayed over Location 1.5 hours) Broadway between Olive Street and Charnelton • Lower observed turnover after 10:30 am as Street more businesses open Wednesday January 30th from 1:00 p.m. to 5:00 p.m. • Highest rates of turnover in front of Starbucks and Townshend’s — usually less Total Capacity than 20 minutes spent parked • 16 metered parking spaces • 8 parking spaces on the north side • Drop-offs/Pick-ups of Broadway • Uber/Lyft: 1 • 8 parking spaces on the south side of Broadway Observations Drop-Offs/Pickups • Cars at arrival: 15 • 0 Rideshare • Turnover: 33 • 2 Taxi Drop-offs to Café • Cars at departure: 15 • ADA: 1 Conclusion • Rideshare pick-ups or drop-offs: 0 Overall traffic was very slow compared to the surrounding area. There didn’t seem to be much business activity in the area, most people would EAST 8TH AVENUE AND EAST PARK STREET arrive in groups to go the cafe, and then leave (EUGENE SATURDAY MARKET) in those same groups an hour or so later. Area is East Park Street borders the Eugene Saturday fairly secluded regarding traffic, and all the spots Market Square and is occupied by commercial were never occupied 100%. buildings and a cafe. Pertinent to parking flow is the proximity to the Lane County Public Services Building, which houses a wide variety of municipal WILLAMETTE STREET BETWEEN 13TH AVENUE government offices. The area was observed on AND 11TH AVENUE Monday, January 28th, 2019 from 10:00 a.m.– This stretch of road lies between the 13th and 12:00 p.m.. There were two alleyways connecting Olive apartments and a row of restaurants and East Park Street with Pearl Street and East businesses that lead into the heart of downtown Broadway. There are zero permanent hardscape Eugene. With such a high concentration of installations for bike security. housing and business, this street experiences constant foot, bicycle, and car traffic. 12th Avenue Location cuts through the middle of the street, but in this East 8th Avenue and Park Street (Eugene Saturday specific block, is more of an alley and has no car Market) access. This allows for greater pedestrian flow Monday, January 28th, 2019 from 10:00 a.m.– through the area. Even with such high usage, the 12:00 p.m. street stayed under the 85% occupancy level. More detail is shown in the observations below. Total Capacity • 19 On-Street Metered Location • 1 On-Street Metered (ADA) Willamette Street between 13th Avenue and 11th • 1 On-Street Motorcycle Avenue • 0 Hardscape Bike Lockup Friday, February 1st, from 1:00 p.m.–5:00 p.m. Observations Observations • 16 Spots Filled at 10:00 (+1 Motorcycle) • 28 spaces total • 18 Spots Filled at 12:00 (0 Motorcycle) • Spaces east side of street: 20 • Turnover over two hours was 17 cars and • Spaces west side of street: 8 1 motorcycle • Occupied on arrival: 17 = 60% • Occupied when left: 20 = 71% Commercial Vehicles • Left during observation: 65 • 2 FedEx delivery vehicles utilized the alleyway • Arrived during observation: 68 near the cafe • Drop-off/pick-up: 6 cars — 4 in fire lane illegally, • Very little commercial vehicle activity, most 2 legally but did not pay meter likely due to the Hairpin corner and lack of • Commercial load/unload: 1 — UPS truck illegal product-based commercial enterprises in the fire lane park, 25 mins area Appendix D City of Gresham Bicycle Count Graphs 2011–2018 Appendix E City of Eugene Bicycle Throughput at Willamette and Broadway by hourly period SCI Directors and Staff Marc Schlossberg SCI Co-Director, and Professor of Planning, Public Policy, and Management, University of Oregon Nico Larco SCI Co-Director, and Professor of Architecture, University of Oregon Megan Banks SCYP Manager, University of Oregon Sean Vermilya Report Coordinator Katie Fields SCYP Graduate Employee Jonathan Yamakami Graphic Designer