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HomeMy WebLinkAbout2019-01-17 DTPC Packet DOWNTOWN PARKING COMMISSION AGENDA Thursday January 17, 2018 8:30 AM Conference Room 213, City Hall 1. CALL TO ORDER 2. APPROVAL OF AGENDA 3. ELECTION OF OFFICERS 4. APPROVAL OF DECEMBER 20, 2018 MINUTES 5. NEW BUSINESS 5.01. Historic Armory parking analysis 5.02. Parking Capacity – Study scoping discussion 5.03. “No cash” policy for parking ramp 6. UNFINISHED BUSINESS 6.01. ADA data for Downtown parking lots 7. UPDATES 8. ADJOURNMENT DOWNTOWN PARKING COMMISSION MEETING MINUTES December 20, 2018 REGULAR MEETING Chair Andersen called the meeting to order at 8:30 a.m. Present: Chair Anderson; Commissioners McAllister, Glynn, Johnson and Hopfe; Council Liaison Junker Absent: Commissioners Pelletier, Lettner Staff: Community Development Director Turnblad, Parking Enforcement Officer Pasket APPROVAL OF AGENDA Chair Anderson accepted the agenda as presented. APPROVAL OF MINUTES Commissioner Glynn moved approval of the November 15, 2018 minutes accepted as presented, which was seconded by Commissioner McAllister. Approved unanimously. General discussion occurred about the Crosby Hotel’s approved drop-off spaces on Main Street. It was noted that the minutes reflect approval of two 15 minute parking spaces, but not valet parking. The reason was that the Commission wanted the two spaces for anyone in the area to use for quick turnaround parking spaces. Chair Anderson noted that sidewalk signs are placed in two, and sometimes three spots, for valet parking. Turnblad said he would ask Public Works to add installation of two 15” parking signs to their spring work list. The two signs would be installed in the first two parking spaces south of the driveway for Johnny’s TV. Turnblad also stated that staff would talk with the Crosby Hotel manager about the Commission’s decision. Downtown Parking Commission Dec 20, 2018 Page 2 of 3 NEW BUSINESS Bus, RV & Trailer Parking Turnblad explained that Parking Enforcement Officers have struggled a bit this past summer with buss, trailer and RV parking. We currently allow this type of parking either in Lot 12 or the informal overflow area south of the St. Croix Boat & Packet. We have had a growing number of instances where it is occurring in the pay lots. To discourage this, parking enforcement staff has been posting temporary signs in Lots 1 and 2 which say that this type of parking is not allowed. Turnblad suggested that we add language prohibiting this type of parking to the permanent signage already installed next to each of the pay stations. Commissioner McAllister suggested adding language to the signs which refer to the parking system map on the City’s website. Council Liaison Junker suggested that the parking system map be revised to show where this type of parking can occur. It was also suggested that the ADA parking spaces on 3rd Street in front of the Episcopal Church should be added to the parking system map. As well as the addition of the boundary of the official downtown parking district. Chair Anderson asked if the current parking system map is on the City’s website, and how many hits it gets. He also asked if the Convention and Visitor’s Bureau’s website has the current city parking map and how many hits it gets. Turnblad said he’d look into this. Commissioner Glynn moved to approve the request to add appropriate language to the existing signs at the Lot 1 and 2 pay stations, and to update the parking system map, which was seconded by McAllister. Motion passed unanimously. UNFINISHED BUSINESS Parking Capacity Study – Background info Turnblad summarized the staff report. Chair Anderson asked about the city lots that did not meet ADA standards for the number of required handicapped parking spaces. Lot 8A does not meet the standard, but Lot 8a and 8b are really just one lot. And, as one lot they meet the standard. He suggested combining the two for ADA purposes. Also, Lot 13 is actually a part of the municipal parking ramp, and together with the ramp we more than meet the ADA standard. So, in reality, it is only Lots 2, 16 and 18 that are short on handicapped parking spaces. Turnblad said that he would ask Public Works to add Lot 2, 16 and 18 ADA striping to their work plan for the spring of 2019. He said he’d also update his 12/1/18 staff report to reflect Chair Anderson’s comments. Downtown Parking Commission Dec 20, 2018 Page 3 of 3 MISCELLANEOUS Parking Enforcement Office Pasket mentioned that at the next Parking Commission meeting he would like to discuss the possibility of converting the pay machines in the parking ramp to credit and debit cards only. ADJOURNMENT Chair Anderson adjourned the meeting at 9:45 a.m. Respectfully Submitted, Bill Turnblad, acting secretary DOWNTOWN PARKING COMMISSION DATE: January 9, 2019 CASE NO.: 2018-70 APPLICANT: Matt Wolf, CVII Holdings, Inc. SUBJECT: Historic Armory renovation and parking plan 107 E Chestnut REPORT BY: Bill Turnblad, Community Development Director BACKGROUND Matt Wolf is one of the new owners of the Historic Armory property on Chestnut and Third Streets. The owners are proposing to remodel and convert the property to eight high-end market rate apartments, a local Stillwater based startup distillery or brewery, and office space. The historic integrity of the building will be maintained. Only limited changes will be made to the exterior. The anticipated changes include bringing back the original look of the windows and entryway, upgrading the garage doors with glass, a drive pad so residents can turn around and drive forward onto Chestnut Street instead of backing onto the street, and work on deteriorated brick. Historic Armory Page 2 Parking has been a primary factor in determining the new uses of the property. The goal has been to meet all required parking on-site, and the goal has been met. So, parking mitigation will not be necessary for the project. ANALYSIS The project is required to provide: a) new on-site parking spaces for the increased non- residential parking load, and b) on-site parking for the residential units. 1 a) Non-residential parking load. The parking load of the current building is 39. And the parking load of the proposed non-residential uses after remodeling would be 28. Therefore, there is no increased load and additional parking for the non-residential uses would not be required. See details in the attached spreadsheet. There is interest from several local brewers/distillers to locate in the Historic Armory. But, if ultimately the use does not locate in the building, Option B would be to have just the eight apartments and the rest of the space in offices. This would create 12,300 square feet of office space and the non-residential parking load of the remodeled building would be 39. (12,400 square feet of office space could actually be created without increasing the parking load beyond 39.) Therefore, no new parking would be needed for the non-residential use in Option B. Details can be seen in the attached spreadsheet labeled Option B. b) Residential parking. All new residential units Downtown are required to have on-site parking. Since this project will have eight apartments, parking will need to be provided on site for them. At 1.5 parking spaces/unit + 1 space/3 units for guest parking, the 8 apartments require 12 spaces plus 3 for guests. So, a total of 15 parking spaces are needed. Of these spaces, 1 space/unit must be indoors, which means 8 spaces must be indoors. These standards are met by the project plans. 15 spaces are provided, of which 8 are in the garage. 7 will be outside in two areas. Both of these areas have existing driveways as seen in the picture on the first page of this report. 1 City Code Sec 31-510, Subd 1 (d)(4) Parking requirements for nonconforming structures or uses. [“Nonconforming” in this sense means that the property does not meet the minimum number of parking spaces required for the existing uses.] In the case of structures in any district, which are reconstructed, enlarged, structurally altered, changed in occupancy to a more intensive use category or otherwise increased in capacity, off-street parking shall be provided only for that portion of structures or use constituting the increase in capacity; except that no additional parking need be provided for nonresidential uses, if the increased capacity results in an increase of four or fewer off-street parking spaces. Historic Armory Page 3 It should be noted that the planned parking spaces in the garage are not at the 9’x18’ dimensional standard. Some are 8’x 16’4” and others are 9x16’4”. However, since the garage is available only to the buildings residents and not to the public, the sizes ought to work. The only real concern is with the most southerly parking space. To use that space requires the driver to back out of the garage: possible but awkward. RECOMMENDATION Staff finds both Options A and B to meet the standards and intent of the City’s parking codes, and therefore recommends approval as submitted. Attachments: Spreadsheet: Parking Analysis, Option A Spreadsheet: Parking Analysis, Option B Applicant materials bt Parking Analysis Historic Armory Property Option A area in sf parking standard required parking A.Current building uses ("grandfathered" parking capacity) Gymnasium (and locker rooms/showers)9,003.50 1/ 2 BB players 5.00 Health club (basement work out room)637.00 1/100 sf 6.37 Offices (and meeting rooms)7,488.00 1/300 sf 24.96 Storage and repair shop 6,825.00 1/1,000 sf 6.83 sub-total 43.16 Reduction for multiple use building (5-7 uses) See "cooperative parking" Footnote 1 -10%38.84 rounded 39 B.Proposed parking load Residential (excluded per Footnote 2: "grandfathering" of parking capacity not allowed for residential units Downtown. All parking associated with the residential units must be provided on-site and is shown in Section D below) Distillery tasting room 1,000 1 space/120 sf 8.33 production area 1,600 1 space/325 sf 4.92 storage 1,000 1 space/1,000 sf 1.00 (foyer and bathroom shared)550 NA distillery total 14.26 Office 4,450 1/300 sf office total 14.83 sub-total 29.09 Reduction for multiple use building (2-4 uses) See "cooperative parking" See Footnote 1 -5%27.64 rounded 28 1/10/2019 Parking Analysis Historic Armory Property Option A C.Change in non-residential parking load Difference between current non-residential parking load and proposed -11.20 D.Proposed parking for project The project is required to provide new on-site spaces for the increased non-residential parking load (City Code Sec 31-510, Subd 1 (d)(4)), but no new on-site spaces are required if the increase is four our fewer spaces. See Footnote 2 Since the non-residential parking load decreased by 10 spaces, no additional non-residential spaces are required. 0 City Code Sec 31-510, Subd 1 (d)(4) does not apply to new residential units downtown. No "grandfathering" is allowed. So, all new downtown residential units must provide their parking on the property. See Footnote 2 8 units 1.5 spaces/unit + 1 space/3 units for guest parking. 1 space/unit must be indoors. 15 total; 8 indoors Footnote 1 Cooperative parking facilities. The requirements for the provisions of parking facilities, with respect to two more property uses of the same or different types, may be satisfied by the permanent allocation of the required number of spaces for each use in a common parking facility, located within 300 feet of all such participating property uses and cooperatively established and operated. In the case of a cooperative parking facility which is designed to satisfy the parking requirements of: i. From two to four independent property uses, a reduction of not more than five percent of the total number of required spaces shall be allowed. ii. From five to seven independent property uses, a reduction of not more than ten percent of the total number of required spaces shall be allowed. iii. Eight or more independent property uses, a reduction of not more than 20 percent of the total number of required spaces shall be allowed. Footnote 2 Parking requirements for nonconforming structures or uses. In the case of structures in any district, which are reconstructed, enlarged, structurally altered, changed in occupancy to a more intensive use category or otherwise increased in capacity, off- street parking shall be provided only for that portion of structures or use constituting the increase in capacity; except that no additional parking need be provided for nonresidential uses, if the increased capacity results in an increase of four or fewer off-street parking spaces. 1/10/2019 Historic Armory Option B area in sf parking standard required parking A.Current building uses ("grandfathered" parking capacity) Gymnasium (and locker rooms/showers)9,003.50 1/ 2 BB players 5.00 Health club (basement work out room)637.00 1/100 sf 6.37 Offices (and meeting rooms)7,488.00 1/300 sf 24.96 Storage and repair shop 6,825.00 1/1,000 sf 6.83 sub-total 43.16 Reduction for multiple use building (5-7 uses) See "cooperative parking" Footnote 1 -10%38.84 rounded 39 B.Proposed parking load Office 12,400 1/300 sf office total 41.33 Reduction for multiple use building (2-4 uses) See "cooperative parking" See Footnote 1 -5%39.27 rounded 39 C.Change in non-residential parking load Difference between current non-residential parking load and proposed 0.43 1/9/2019 Historic Armory Option B D.Proposed parking for project The project is required to provide new on-site spaces for the increased non-residential parking load (City Code Sec 31-510, Subd 1 (d)(4)), but no new on-site spaces are required if the increase is four our fewer spaces. See Footnote 2 Since the non-residential parking load decreased by 10 spaces, no additional non-residential spaces are required. 0 City Code Sec 31-510, Subd 1 (d)(4) does not apply to new residential units downtown. No "grandfathering" is allowed. So, all new downtown residential units must provide their parking on the property. See Footnote 2 8 units 1.5 spaces/unit + 1 space/3 units for guest parking. 1 space/unit must be indoors. 15 total; 8 indoors Footnote 1 Cooperative parking facilities. The requirements for the provisions of parking facilities, with respect to two more property uses of the same or different types, may be satisfied by the permanent allocation of the required number of spaces for each use in a common parking facility, located within 300 feet of all such participating property uses and cooperatively established and operated. In the case of a cooperative parking facility which is designed to satisfy the parking requirements of: i. From two to four independent property uses, a reduction of not more than five percent of the total number of required spaces shall be allowed. ii. From five to seven independent property uses, a reduction of not more than ten percent of the total number of required spaces shall be allowed. iii. Eight or more independent property uses, a reduction of not more than 20 percent of the total number of required spaces shall be allowed. Footnote 2 Parking requirements for nonconforming structures or uses. In the case of structures in any district, which are reconstructed, enlarged, structurally altered, changed in occupancy to a more intensive use category or otherwise increased in capacity, off- street parking shall be provided only for that portion of structures or use constituting the increase in capacity; except that no additional parking need be provided for nonresidential uses, if the increased capacity results in an increase of four or fewer off- street parking spaces. 1/9/2019 DOWNTOWN PARKING COMMISSION DATE: January 10, 2019 SUBJECT: Parking capacity study – scoping discussion FROM: Bill Turnblad, Community Development Director BACKGROUND This year the Parking Commission will undertake a parking capacity study. The goal of the study is to discover and implement ways to increase capacity in our Downtown public parking system without the expenditure of significant capital dollars. The first phase of the study is to create a scope for the study so that we can write an RFP for a consultant to help us with the study. Staff has engaged a transportation planner, Lance Bernard from HKGi, to facilitate a discussion that is intended to narrow our focus and begin defining the scope of this project. Prior to joining HKGi’s staff, Lance worked with SRF as a transportation planner. His downtown parking system clients have included such cities as Duluth, Northfield and Minneapolis. COMMENTS The goal of the discussion at the next Commission meeting will be to begin scoping the study outcomes. What is it that we want to accomplish with this study? Based on the discussion, staff and our consultant will draft a scope and develop and RFP for consulting services. Attachments: Presentation slide deck bt Hoisington Koegler Group Inc. Downtown Stillwater Parking Discussion Downtown Stillwater Parking Discussion WELCOME & INTRODUCTIONS Meeting Agenda 1.Discussion on District-Wide Parking Models 2.Discussion on Potential Strategies for Moving Forward Downtown Stillwater Parking Discussion EXISTING CONDITION Past studies have shown heavy parking utilization during: •Dinner hours (year round) •Lunch hours (fluctuates year round) •Weekends (May –October) •Special Events Competing Demand •Employees •Residents •Patrons and Visitors Downtown Stillwater Parking Discussion EXISTING CONDITION Best Practices •No Capacity Issues (0% -74% Occupied) •Monitor Capacity (75% -84% Occupied) •At or Approaching Capacity (85% -92% Occupied) •At Capacity (93%+ Occupied) Parking utilization should be viewed at a districtwide -level, while recognizing the pressure points and areas of opportunity. Downtown Stillwater Parking Discussion EXISTING CONDITION Potential Parking Challenges Maximizing every space (on-street and off-street) Accommodating new uses and redevelopment initiatives Protecting the urban form Maintaining a walkable and pedestrian friendly environment Adapting to changing economies and technology Making everyone happy Downtown Stillwater Parking Discussion MOVING FORWARD 1.Maximize the existing supply through low-cost/high-benefit solutions. 2.Establish strategies and recommendations that support a district-wide parking approach, while fostering economic development initiatives. 3.Identify roles and responsibilities in implementing strategies (public and private). 4.Minimize adverse land use patterns to protect the urban form. Downtown Stillwater Parking Discussion POTENTIAL FRAMEWORK Establish a District-Wide Parking Approach 1.Uses a combination of strategies to maximize the existing parking supply, while reducing the demand to build additional spaces. 2.Commonly applied in downtown settings to encourage walkability, foster economic growth, and strengthen the urban form. 3.Formalizes roles and responsibilities (ownership, operations and maintenance). 4.Emphasizes low-cost/high-benefit solutions before large capital investments are made (e.g., parking structure) Downtown Stillwater Parking Discussion Zoning Modifications Low Cost/High Benefit Solutions Roles & Responsibilities Identified Site Selection & Design Performance Measures Shared Parking Financing Structure DISTRICT WIDE MODEL ELEMENTS Downtown Stillwater Parking Discussion DISTRICT-WIDE PARKING MODELS 1.Downtown Development Authority (DDA): A typical downtown development authority oversees infrastructure projects, including parking facilities, roadway projects and physical buildings. Their overall purpose is to also increase the quality of life for residents and businesses through economic and physical revitalization of the downtown. Example: Thief River Falls 2.Enterprise Funds: An Enterprise Fund is primarily a self-supporting program that requires developers to pay a fee in lieu to fulfill their parking requirements. Collected funds go back into maintaining and operating the City’s parking supply and other infrastructure projects. Example: Wayzata & Stillwater 3.Parking Benefit District: A parking benefits district is a designated area in which the parking revenues raised are then reinvested back into the district for a wide range of improvements. The funds may be used to purchase smart parking meters, walking and biking infrastructure, or to pay for improvements to the public realm, such as street trees, benches, and lighting. Example: Minneapolis Downtown Stillwater Parking Discussion DISTRICT-WIDE PARKING MODELS 4.Improvement Districts: Improvement districts are often responsible for maintaining parking operations and services in designated districts. These districts are often partnerships between municipal departments, local organizations, private developers, and private businesses. Improvement districts are financed through parking revenue, property taxes paid by property owners, or member fees. Example: Northfield NDDC 5.Public-Private Partnerships: The configuration and management of public-private parking partnerships varies by the specific parking needs and demands within the district, along with the adjacent land uses. These partnerships are created to maximize the sharing of parking spaces by various users. Financing for public-private partnerships is provided through developer payments, user fees, common area maintenance charges, and the payment of a fee in lieu of providing parking spaces required by a zoning ordinance. Example: Duluth (moving towards this model) 4.Transportation Management Association (TMA): A TMA is an organization that carefully applies selected approaches to facilitate the movement of people and goods within an area. Also called Transportation Management Organizations (TMOs) and other names, they vary widely in size, organization, membership, and services offered. TMAs allow businesses to pool their resources to support commuter transportation strategies and can act in an advocacy role with local government on behalf of its membership. Example: Rochester (exploring approach) Downtown Stillwater Parking Discussion COMMON APPROACH District-Wide Approaches •Public/Private Partnership •Enterprise Fund •Improvement or Benefit District Formalizes Roles/Responsibilities •Revenue stays within the district to offset parking costs or other downtown investments •Establishes parking requirements or in lieu of fees •Establishes a financing structure for capital investments and ongoing O&M Downtown Stillwater Parking Discussion DISTRICT-WIDE PARKING STRATEGIES Downtown Stillwater Parking Discussion WAYFINDING/SIGNAGE Establish and implement a wayfinding Wayfinding elements, such as monuments, directional systems, directories, interpretive, and even regulatory signs can enrich and enhance the users experience. Signage can help direct people to underutilize or unknown areas available for public parking. Downtown Stillwater Parking Discussion PARKING RESTRICTIONS Adjust/balance parking time restrictions to encourage turnover Service oriented district (e.g., dry cleaner, post office, and coffee shop): 15 minutes -1 hour Entertainment district (e.g., retail shopping and restaurants): 2 -4 hours Office and business districts: 4 –8+ hours Downtown Stillwater Parking Discussion PARKING REQUIREMENTS Modify and adjusted parking requirements for new uses and redevelopment projects Minimizing the consumption of land for parking provides. opportunities for more productive development, greenspace or infill. Minimizing the consumption of land for parking helps increase the property tax base through higher end uses. Reducing the amount of parking required for a development can provide a developer more flexibility to build at a higher density or provide other amenities on-site (e.g., open space or public gathering places. Downtown Stillwater Parking Discussion Community Residential (Apt./Townhomes) per Unit Commercial per 1,000 sq. ft. Office per 1,000 sq. ft. Stillwater City Code ~ 1.5 ~2.0 to 5.0 ~ 3.0 to 5.0 Willmar Downtown Parking Study 1.0 1.0 to 3.5 3.5 Prior Lake Downtown Parking Study 1 to 1.5 2.5 to 5.0 2.5 to 3.5 Red Wing City Code 2 2.0 to 5.0 5.0 Wayzata Downtown Parking Study 1 2.0 to 4.0 2.0 to 4.0 Minneapolis & Saint Paul 0.50 to 1.0 1.0 to 3.5 1.0 to 2.5 LOCAL COMPARISONS Downtown Stillwater Parking Discussion 8,500Industry Standards 5,000 to 10,000 City Parking Reg. 3,000 to 4,250 District Model Land Use Min Reg.Max Reg. Multifamily 0.50 spaces per 1.5 unit Office 1 space per 1,000 sf 3.39 spaces per 1,000 sf Commercial and Mixed Use 1 space per 1,000 sf 1.52 spaces per 1,000 sf Makerspace 0 to 1 space per 1,000 sf Regional/National Findings Downtown Stillwater Parking Discussion LIQUOR LICENSES Limit the number of Liquor Licenses Establishments that provide liquor can generate higher peak parking demands during the evening hours. Establishing regulations that limit the number of liquor licenses helps manage the current parking supply and demand with existing land uses. Typically applied in areas that have a high number of entertainment uses and parking is at capacity (short-term solution). Downtown Stillwater Parking Discussion VALET SERVICE Provide a valet service (Privately Driven) A valet service provides downtown patrons a convenient option for parking. If managed accordingly, this strategy can help elevate the parking pressures being experienced throughout the downtown. This strategy is an effective means to helping manage parking, while providing a customer service. Downtown Stillwater Parking Discussion EMPLOYEE PARKING Designate areas for employee parking only The number of employees may account for a large number of vehicles parking in the area, contributing to the heavy utilization. Designated areas for employee parking will help maintain a healthy supply of parking for customers. Typically, employee parking is located in underutilized areas or along the fringe. Downtown Stillwater Parking Discussion OFF-SITE PARKING Identify off-site parking Finding an off-site parking facility will depend on the property owner’s willingness to enter into a shared parking agreement. The location must be convenient and within proximity to Downtown to ensure utilization. A shuttle service is needed. This is an effective means to addressing parking needs during special events. Downtown Stillwater Parking Discussion ENFORCEMENT & TECHNOLOGY Install License Plate Recognition (LPR) Software Enforcement routes can be completed faster and more frequently Every vehicle is checked for compliance Repeat violators are caught on daily patrols Automation removes the potential for human error Customers take notice, complying with rules and paying fines Can be use to implement parking permits Downtown Stillwater Parking Discussion ENFORCEMENT & TECHNOLOGY Develop mobile applications and message boards Provides opportunities to educate patrons on where avaible parking is located Requires the implementation of sensors Downtown Stillwater Parking Discussion INNOVATION Prepare for the future Autonomous Vehicles Shared Economies (Uber and Lyft) Changing Economies (online shopping) Adaptable Parking Structures (reuse) Image Source: Wired Magazine Downtown Stillwater Parking Discussion $15,000 $20,000 $30,000+ Attached Structures Stand Alone Structure PARKING STRUCTURE Recent developments in the Twin Cities have demonstrated cost savings when developing a site that includes an attached parking structure into the building footprint. Cost savings are typically achieved through larger developments at higher densities. Cost Per Stall Monthly Operations/Maintenance Costs: $100 -$150 per stall Develop a new parking structure (should be viewed as a last resort) Downtown Stillwater Parking Discussion FINANCIAL STRATEGIES 1.Fee in Lieu: Establish a policy that requires developers to pay a fee in lieu to fulfill their parking requirements. Collected funds go back into maintaining and operating the City’s parking supply and other infrastructure projects. 2.Downtown Business District: Establish a parking district (e.g., Parking Benefit District of Downtown Improvement District) in which most or all uses within the downtown would be eligible for accommodation of their required parking in a municipal lot by paying for permits in those lots. 3.Municipal Bonds: Municipal bonds are the most common way to pay for public parking facilities. These can be general obligation bonds, which are backed by a community’s general taxation revenues, or revenue bonds, which are typically paid off through revenues from parking fees. 4.Parking Enforcement: Revenue generated from parking enforcement provides a general fund that can be used for downtown improvements of the on-going operations and maintenance of municipal parking facilities. Downtown Stillwater Parking Discussion 5.User Fees: Users fees are typically generated through metered parking or off-street parking lots that require a fee. The benefits of metered parking help increase turnover rates and produce fees for reinvesting back into the downtowns. On-street parking is typically priced at a higher rate to encourage vehicles to park off street. 6.Special Assessments: Public improvements are often financed using the power to levy special assessments (Minnesota Statutes Chapter 429). A special assessment is a means for benefiting properties to pay for all or part of the costs associated with improvements, and to spread the impact over a period of years. This tool can be applied to both the construction of new improvements and the rehabilitation of existing improvements. 7.Special Service District: A special service district is a tool for financing the construction and maintenance of public improvements within a defined area (Minnesota Statutes, Sections 428A.01 -428A.10). A special service district provides a means to levy taxes (service charge) and provide improvements and service to a commercial area. 8.Tax Increment Financing: TIF is the primary development finance tool available to Minnesota cities (Minnesota Statutes, Sections 469.174 through 469.179). TIF is simple in concept, but complex in its application. Through tax increment financing, the property taxes created by new development (or redevelopment) are captured and used to finance activities needed to encourage the development. FINANCIAL STRATEGIES Downtown Stillwater Parking Discussion GROUP DISCUSSION 1.What resonated with you? 2.What other strategies have you been considering? 3.How do we improve the Downtown Stillwater Enterprise Model? 4.How does the group want to move forward? Downtown Stillwater Parking Discussion POTENTIAL STUDY GOALS 1.Maximize the existing supply through low-cost/high-benefit solutions. 2.Establish strategies and recommendations that support a district-wide parking approach, while fostering economic development initiatives. 3.Identify roles and responsibilities in implementing strategies (public and private). 4.Minimize adverse land use patterns to protect the urban form. THANK YOU Lance H. Bernard P: 612.252.7133 E: lance@hkgi.com