HomeMy WebLinkAbout2020-05-20 DTPC Packet
DOWNTOWN PARKING COMMISSION
AGENDA
Thursday, May 21, 2020
8:30 AM Conference Room 213, City Hall
PLEASE NOTE: During COVID-19 Downtown Parking Commission meetings will be held online
via ZOOM. Public can participate by logging into zoom.us/join or by calling 1-312-626-6799.
Either option requires entering the meeting ID number: 380-573-998.
For more detailed information please visit the city website.
1. CALL TO ORDER
2. APPROVAL OF AGENDA
3. APPROVAL OF FEBRUARY 20, 2020 MINUTES
4. OPEN FORUM
5. NEW BUSINESS
5.01. Konigson parking mitigation request for 401 S Main
5.02. Summer Tuesdays parking reservations
5.03. Parking Ramp Rates
6. UNFINISHED BUSINESS
6.01. EV charging station
6.02. Downtown Parking Study: Next Steps
7. UPDATES
7.01. Status of Downtown Events in light of COVID-19
7.02. Parking system and COVID-19: Chamber Letter
7.03. City parking lot north of Zephyr Theater
7.04. Status of parking ramp transition to AirGarage
8. ADJOURNMENT
Public Comments from the virtual meeting:
00:56:34 Robin Anthony: Hello, I have another call. I would ask for flexibility for our businesses in
anyway possible at this point and time. If you need to get a hold of me you can reach me
at director@greaterstillwaterchamber.com or my cell at 612-860-0947. Thanks!
01:09:07 WendyG-SustainStillwMN: Does the Downtown Parking Commission only involved in
cars/trucks — what about bike parking spaces?
01:46:39 -Dave Junker (Councilmember): I have another meeting at 10:00
01:59:01 WendyG-SustainStillwMN: Can private lots install their own electric charging stations
without the city’s permission?
02:48:13 Lance Bernard (HKGi - Planning Consultant): Thank you every one.
02:53:28 -Heidi McAllister (Commissioner): I have another meeting at 11:00. Thank you all, good
to see everyone.
02:58:26 -Brad Glynn (Commissioner): I gotta go! Thanks!
DOWNTOWN PARKING COMMISSION MEETING
February 20, 2020
Commissioner Johnson agreed to act as chair in the absence of Chairman Anderson and Vice Chair McAllister
Acting Chairman Johnson called the meeting to order at 8:32 a.m.
Present: Commissioners Glynn (left at 9:44 am), Hopfe, Johnson and Lepage
Absent: Chairman Anderson, Commissioners McAllister and Lettner, Council Liaison Junker
Staff present: Community Development Director Turnblad, Zoning Administrator Tait, Parking
Enforcement Officer Pasket
APPROVAL OF MINUTES
Possible approval of minutes of January 16, 2020 meeting
Motion by Commissioner Glynn, seconded by Commissioner Hopfe, to approve the January 16, 2020 meeting
minutes. Motion passed 4-0.
OPEN FORUM
There were no public comments.
NEW BUSINESS
2020 Minnesota Historic Preservation Conference
Community Development Director Turnblad stated that the HPC and the City will host the state’s annual
Historic Preservation Conference September 16-18, 2020. The main venue will be the Lowell Inn but there
will be other venues also. They are requesting free parking in the municipal ramp for attendees. There will
be around 200 attendees. There is plenty of parking in the ramp to accommodate regular customers and
conference-goers. Staff recommends the conference attendees be given free parking. If the mobile payment
system is in place by then, attendees could be issued a code for the free parking.
Commissioner Glynn asked if other host cities have given free parking to the conference.
Mr. Turnblad replied free or discounted parking for conference attendees is common.
Commissioner Glynn asked, is it a state organization or a nonprofit?
Mr. Turnblad replied the association is nonprofit. It is associated with the national group. The local
organizer is the State Historic Preservation Office.
Commissioner Glynn expressed concern for setting a precedent for other clubs hosting national meetings.
Mr. Turnblad noted that there are not many state organizations that host conferences. The line of reasoning
that may prevent setting a precedent is that the City is the local host for the conference.
Commissioner Glynn pointed out that the Wednesday during the conference would be Cruisin’ on the Croix.
He wondered if the two events would impact each other.
Parking Enforcement Officer Pasket said the City could create a permit for the conference attendees to park
anywhere without a citation.
Mr. Turnblad added that another option would be to offer a 50% discount for parking. Conference attendees
will want to park where it’s convenient which will be in the ramp due to proximity to the Lowell Inn. The
Downtown Parking Commission Meeting February 20, 2020
Page 2 of 8
Lowell Inn will have a code for their customers to not pay anyway. They will be considered customers of
the Lowell Inn so the City does not have to grant them free parking and the parking question is resolved.
UNFINISHED BUSINESS
AirGarage contract
Jonathon Barkl, AirGarage, was dialed up on a conference call.
Mr. Turnblad said the Council is ready to enter a contract with AirGarage for mobile-based payment for the
parking ramp. AirGarage reduced their rates to more evenly match what Passport Parking had been offering.
Staff recommends approval of the contract. The contract will go to the City Council next Tuesday and
AirGarage and the City can then begin transitioning to the new system.
Commissioner Glynn asked, what is the term of the contract?
Mr. Turnblad replied the contract is annual and will automatically renew, but if either party decides it’s not
working there is 14-day notice for either party to get out of it. It would be difficult for the City to replace the
system in 14 days, so in that case, a gate attendant would have to be hired. He would prefer 60 days notice.
Commissioner Glynn agreed that 60 days notice to terminate the contract would protect both parties.
Mr. Barkl said stated it would be fine to change the term to 30 or 60 days.
Mr. Pasket commented that the City would probably know more than two weeks in advance that it would
like to stop using the service, and would probably have initiated the hiring process earlier than that.
Commissioner Hopfe agreed.
Commissioner Glynn said he would not want to go under 30 days which is too short in his opinion.
Acting Chairman Johnson asked how long it might take to find a replacement company.
Mr. Turnblad replied it would easily take three to four months to find a different system. For several months
the City would probably have to have people staffing the ramp.
Commissioner Hopfe commented if there were significant enough issues to get rid of this system, the
Commission would have been talking about it prior to that anyway.
Acting Chairman Johnson said he would be comfortable with 30 days notice.
Mr. Turnblad said the City Attorney is reviewing the contract now. He will inform her to change the
termination notice to 30 days. The goal is to bring the contract before the City Council next Tuesday.
Motion by Commissioner Glynn, seconded by Commissioner Hopfe, to recommend that the City Council
approve the contract with the change in the termination notice to 30 days. Motion passed 4-0.
NEW BUSINESS CONTINUED
Main Street turn lanes
In response to an inquiry from Commissioner Hopfe about the turn lanes on Main Street, Mr. Turnblad said
as part of the Downtown Planning process, the City hired traffic engineers to look at movements and traffic
volumes and make a recommendation on how lanes on Main Street might be reconfigured. MnDOT was
part of that discussion. At Chestnut and Main, all turn lanes will be removed and there will be two through
lanes. There will be pedestrian safety bump-outs at all intersections and between the bump-outs will be a
parking bay on each side of the street, creating a net increase in parking spaces. He added that the City also
will gain a public surface parking lot on Second and Chestnut where Shorty’s is, so there will be about 30
more parking spaces total. The RFP for design services for the Chestnut Street Plaza and bump-outs is out
and proposals are due tomorrow. By December 2020 the design should be done. It would go to bid in 2020
for construction next year. The pseudo-turn lanes, where drivers sneak into a parking spot to make a right
turn, will all go away because of the pedestrian bump-outs.
Downtown Parking Commission Meeting February 20, 2020
Page 3 of 8
Commissioner Glynn asked about the possibility of opening up left turns onto Chestnut when northbound on
Main.
Mr. Turnblad replied traffic engineer Glen Van Wormer had previously commented that with reduced
volumes, there is no reason to prohibit left turns onto Chestnut. Staff will address this again when doing
designs for Chestnut because the signals will be reconfigured at that time.
Commissioner Glynn pointed out there should be a public parking sign there directing people to the future
parking ramp.
Mr. Turnblad added that a light earlier than Chestnut might even be good because there will be a new ramp
entrance at Olive as well as Chestnut.
Commissioner Hopfe asked, who regulates how long the lights are timed?
Mr. Turnblad replied MnDOT does that. When the traffic study for the downtown plan was done, traffic
engineers spent a lot of time on that question. The goal is to give priority movements and length of time to
pedestrians. Length of cycles will get changed. MnDOT has already acknowledged this. This will be a point
of discussion this summer during the design phase.
Electric Vehicle Show: event parking
Zoning Administrator Tait stated that Sustainable Stillwater MN has made application to organize an Earth
Day event in downtown Stillwater at the Water Street Inn. As part of the event the group would like to
feature an Electric Vehicle Car Show in Water Street Inn’s parking lot and use Parking Lot 4 to hold test
drives of the electric vehicles and to have reserved parking spaces for the event. The test drives include a
route on Sam Bloomer Way to Parking Lot 1 where they turn around and return by the same route. 500-
1,000 people are expected. Lot 4 has 29 spaces. Fees for reserving the parking lot will be charged according
to the 2020 Fee Schedule. The organizer must provide insurance, coordinate with City departments and pay
for City materials. Staff recommends approving the use of Lot 4 for $43.50. Additionally, staff recommends
some discussion on a Plan B in case of flooding.
Mr. Pasket said his concern is that the application states April 22, 2-8 pm with setup between 10 am - 2 pm.
The lot cannot be expected to just be empty without some type of preparation. Barricades will be needed
with signs that state the lot will be closed on April 22 to deter people from parking there overnight.
Commissioner Glynn agreed a sign the day before closing a lot is standard procedure.
Mr. Turnblad said the Commission should decide whether or not the lot should be reserved and then it goes
to the City Council. The City Clerk tallies up the other costs such as barricades. There should be barricades
put there early in the morning on April 21.
Commissioner Hopfe said a backup plan for flooding should be considered.
Kevin Tholen, event organizer, acknowledged that flooding could be a concern and they understand Lot 4
could be flooded. Since the majority of people will be in the Water Street Inn lot, the intent of Lot 4 is for
dealers to do test drives. That lot is also for Electric Vehicle owners to display their vehicles for the public.
They would like to have a sight line so that people can go from the dealer over to the other lot so that would
mean using Lot 7 which is next to the Water Street Inn lot. Currently they have 15-20 electric vehicles that
will be at the show and they expect a similar number of EV owners’ cars.
Commissioner Hopfe said depending on the timing of flooding, if workers are building dikes and there are a
lot of trucks going in and out, it’s not a great time to be giving away parking lots. The event might not
happen if that would be the backup plan.
Mr. Turnblad asked, is it possible to move the event to the Crosby Hotel ramp or the upper level of the
municipal ramp if there is flooding?
Commissioner Hopfe suggested the government center which is further from downtown but out of the chaos
of flooding.
Downtown Parking Commission Meeting February 20, 2020
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Mr. Turnblad pointed out there is a good chance for flooding in April of this year.
Commissioner Glynn agreed it is highly likely that Sam Bloomer Way will be under water in April.
Commissioner Hopfe recommended that the applicants relook at the whole situation since Sam Bloomer is
usually flooded in the spring.
Commissioner Lepage suggested using the top level of the Crosby if available and offering a test drive on
Second Street for Plan B.
Commissioner Hopfe asked if the organizer feels it’s important to be downtown.
Mr. Tholen replied yes. There will be 15 EV shows going on at this time. Downtown Stillwater is a draw
and they have been given space inside the Water Street Inn for some of the activities.
Mr. Turnblad said he doesn’t think the Commission has a problem with Plan A. Before going before the
City Council, the organizers should have a Plan B for flooding. If the upper level of the Crosby Hotel ramp
is available (if the Crosby agrees to it), they will still have to flesh out the test route for public safety. If the
Crosby doesn’t work out, it could be in the fourth level of the municipal ramp. Since this is a Wednesday
there would probably be enough spaces in the public ramp. He asked if the Commission would consider
doing a free parking day on that Wednesday in April for Plan B. The other thing to consider is if there is a
full blown flood, Lot 8b is the command center and the customers who normally park in that lot would be in
the ramp, however they would not fill the ramp, they would take one level. This may complicate things.
Mr. Pasket said he feels it would be less confusing to use the top level of the municipal ramp than the
Crosby ramp. Staff could determine how many spaces are in the top level and charge for those and post a
sign that level is reserved. This would be easier.
Motion by Commissioner Glynn, seconded by Commissioner Hopfe, to approve for “Plan A” the use of Lot 4
for a fee of $43.50 and for “Plan B” to include using the top level of the municipal parking ramp at Third and
Myrtle at $1.50 per space. Motion passed 4-0.
Cruisin’ on the Croix: event parking
Mr. Tait said the event proposes to use Lots 8b, 9, 10 and 11 for a total of 198 spaces. This event is every
other Wednesday starting June 10 ending September 16. Last year 234 spaces were requested. The DTPC
recommended 94 spaces but on appeal, the City Council approved the use of 128 spaces. Staff believes this
worked out fairly well, so staff recommends the same arrangements, Lots 9, 11 and 8b for 128 spaces for a
total of $192 per event or $1,536 for the season.
Mr. Turnblad added that the lot north of Mulberry and east of the trail has a lot of Marina people parking
there, who live on their boats in the summer, so if that lot is used it means constantly having to move those
people out of it. Therefore staff recommends this event use the lot on the other side of the trail.
One of the event organizers stated the only reason they asked for it is that last year at their peak they had
288 cars.
The other event organizer added they’re not all there at the same time but it is frustrating to turn people
away.
Commissioner Hopfe reminded that it is a downtown business district.
The event organizer pointed out that almost everyone who attends patronizes the downtown businesses.
Commissioner Lepage asked if they have ever considered using Lot 12 by the Zephyr.
The event organizer replied attendees sometimes park further north - that is not part of the show.
Mr. Turnblad added in some years the owner of the Desch building has allowed use of some of his lot.
The event organizer stated they have their own barricades.
Downtown Parking Commission Meeting February 20, 2020
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Motion by Commissioner Hopfe, seconded by Commissioner Lepage, to approve the use of 128 spaces for eight
dates at a total cost of $1,536 for the season. Motion passed 4-0.
UPDATES
Sustainable Stillwater EV Charging Station
Mr. Turnblad said the two spaces being considered for the City’s first Level 2 charging station would be in
the upper level of the parking ramp next to the handicapped space. Facilities Manager Mick Greiner is
looking into what it would cost to get the proper electrical hookup there. He will bring more information
back to the Commission.
Commissioner Lepage pointed out that some EV owners have handicaps so he suggested checking out
whether one of the cords can be longer to cover two spots.
Mr. Turnblad added there are two kinds of Level 2 charging stations: freestanding and wall mounted. Wall
mounted units would be better if possible in this location.
Parking Study
Transportation Planner Lance Bernard from HKGi updated the Commission on the progress of the parking
study. In early January the group met with Main Street IBA and the Chamber of Commerce and to present
some high level ideas and preliminary recommendations. It is appropriate to expect certain users to walk a
few blocks to their parking space. One new graphic being shown to the business community tries to
articulate that message by outlining walk radiuses. One to three blocks covers most of downtown.
Mr. Turnblad noted that the distances may be the same but people don’t worry so much about walking if
they can see the door to a business. Somehow if they can’t see the door, it is perceived as a barrier even if
the distance is the same.
Commissioner Hopfe stated that people do not park in Lot 2 or further down at night. This study really
proves that they want a sight line to where they are going.
Mr. Bernard acknowledged there are other factors including safety and lighting. He discussed materials that
were presented to the business community. One issue with on street parking is that enforcement ends at 6
pm. Other communities’ use of on street parking was researched. Stillwater is one of only a few that have 3
hour on street parking. Others have 1-2 hours. One of the lower cost/high benefit solutions would be
reducing on street parking to 1-2 hours. The business community was pretty receptive to that. There are still
always opportunities to look at expanding enforcement times to 8 pm which is typical of other communities.
The option of charging for on street parking is very sensitive and probably not something the business
community would support so they are not going down that path at this point.
Acting Chairman Johnson remarked that lowering the hours for on street parking makes sense.
Mr. Turnblad said if the City wants to beef up enforcement for 1-2 hour parking, it could still require people
to check in on a mobile app and give them an hour free but it would start the timer so if they don’t move
they could get a ticket.
Mr. Bernard stated the percentage of self enforcement is pretty low according to studies. They want to look
at opportunities to create more turnover. The timer idea is good as a more aggressive technique.
Acting Chairman Johnson said with 2 hour parking, people will log in. With 1 hour parking, many people
will just not want to log in for that short an amount of time.
Commissioner Hopfe pointed out a lot of people in Stillwater probably are not used to logging in so it might
take a hit on downtown businesses.
Mr. Bernard said the group is trying to shape a lot of these recommendations to start small, for instance just
get the signage in place going to 1-2 hours, and monitor it to see if enforcement needs to be stepped up.
Technology can continue to be part of the discussion about what best fits Stillwater.
Downtown Parking Commission Meeting February 20, 2020
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Acting Chairman Johnson remarked he leans toward 1-1.5 hours because if it’s 2 hours they will try to sit
down and have a meal and those are the people who should be pushed to the ramp.
Mr. Pasket said the City used to have 2 hour parking and it was changed because of this Commission
wanting it to be 3 hours because they didn’t feel 2 hours was sufficient time for people to go eat at a
restaurant. The City did not have the ramp at that time.
Commissioner Hopfe stated if someone is coming to Stillwater to buy a specific item, 1 hour is OK but if
they are going to make more of a day of it and visit various shops, 1 hour is not enough.
Mr. Bernard said the goal is to balance a lot of different users. Those who want to be downtown for longer
periods of time should be in those offstreet lots.
Commissioner Hopfe said she feels 1 hour parking would deter the shoppers.
Mr. Bernard noted that on street parking for 1 hour takes a lot more energy to enforce and regulate.
Mr. Pasket acknowledged that right now, 1 hour parking would be virtually impossible to enforce.
Commissioner Lepage asked if transitioning from 3 hours to 1 for instance, really changes behavior.
Mr. Bernard replied that in general, there will be more turnover if it is reduced to 1 hour. But there will still
be people who take advantage of it.
Commissioner Lepage asked if it compromises foot traffic downtown when it is changed to 1 hour.
Mr. Bernard said he doesn’t think it compromises it in any way. A lot of people who are extending that 3
hour parking are the employees. Visitors coming to downtown know they need to park in a surface lot if
they intend to visit several businesses and eat.
Mr. Turnblad said he thinks that visitors downtown don’t expect to find on street parking. There are also
some people who will not parallel park especially on a busy street.
Commissioner Hopfe noted that the business district has changed significantly. There are a lot of empty
storefronts and very few businesses downtown that are a quick stop. The climate is more that people will
want to go in more than one shop but they’re not here for the day. To go from 3 hours to 1 is pretty drastic.
Mr. Pasket said going back to 2 hour parking would increase enforcement needs.
Mr. Bernard said he thinks the consensus is that there is a willingness to go toward 2 hour on street parking
versus the 3 hour parking that exists today.
Commissioner Lepage asked if there is a particular wording that draws people to the offstreet lots.
Mr. Bernard said the group will discuss how to find the right signage. He went on to discuss offstreet
parking. Currently it is at or approaching capacity during peak times and underutilized during mornings and
off peak season. There is a lack of way-finding signage that informs people where to park. One idea to
explore is how to retrofit some of the City lots to pay lots. Lots 1 and 2 are some of the first people see
when they enter downtown and they are pay lots. They want to talk about this from a parking benefit district
standpoint to show that dollars are being used to manage the system. They still need to discuss charging for
other lots and trying to get people to those lots with better way-finding signage, better technology and
mobile applications.
Mr. Bernard discussed the issues of employee parking. The bigger demand for employee parking is during
the evening hours. Reducing time restrictions of on street parking helps with this effort but the City needs to
look at getting more employees into the parking ramp to free up the surface lots. A one block walk radius
covers a lot of the core of downtown. Safety perceptions will have to be addressed. This will require
collaboration with the businesses, better informational brochures and designating specific lots for employee
parking.
Downtown Parking Commission Meeting February 20, 2020
Page 7 of 8
Commissioner Hopfe pointed out the offstreet parking for employees has to be safe because a lot of the
employees are walking back to their vehicles with money in their pocket, for instance the wait staff. She
totally understands the goal but wants to keep safety in mind.
Mr. Bernard suggested the ramp is the one location right now that makes sense to help address some of the
safety concerns. The group needs to look more closely at appropriate lots. Refining a business permit
program gets tricky because of the turnover of wait staff. It’s up to the business owner to manage those
parking passes that they would hang in their car. The program can work but takes a lot of coordination and
cooperation from the businesses to make it truly work.
Mr. Turnblad added that currently, the onus is on the employers to purchase a business pass at $20/month.
Maybe it could be reduced and business permit spots could be reserved in some lots like Lot 14 or 15. If
reserved for a business permit, chances are they would have open spaces. He suspects that if some spots
were designated just for the employees, they would be filled. Maybe employees could buy their own passes
at $10-15/month.
Commissioner Hopfe responded that in theory that makes sense but she would not want to tell her staff they
will have to pay $15 and walk to the ramp from south Main Street. Also, staff members don’t leave until the
replacement workers have come so there is parking overlap. She can definitely see the daytime employees
parking in further areas rather than the night time employees.
Mr. Bernard acknowledged that there will be trade-offs. He went on to address event parking. The group is
looking at providing some direction on what Plan B would be for larger events in the event of flooding -
some options that event organizers could lean on. Primarily they will look more at event parking offsite and
providing shuttle services. They also will look at charging for event parking in some of the surface lots. This
is commonly done. Sometimes it helps get people into offsite parking to free up spaces downtown. They
also are starting to look at trailhead parking. By the Zephyr Theatre and Brown’s Creek Trail there is a lot of
competing interest. HKGi is working on the Aiple master plan so they are also considering that area. They
cannot add parking in the area of the Aiple property due to its proximity to the St. Croix River so they will
need to find creative ways to handle parking for that site.
Commissioner Hopfe asked, is there a plan downtown with the new loop trail opening for bike parking?
Mr. Turnblad said that except for the trailhead lots on the north and south end of downtown, any visitor
downtown will compete for the same parking spaces. People who come into downtown don’t know what
their options are for parking and taking off on their bike. Part of it is providing the information to them.
Mr. Bernard concluded that the group is working on drafting the plan and hopes to present final
recommendations in April or May.
Mr. Turnblad added that part of this study is modeling to help analyze impact of development projects or
changing uses of buildings.
Event calendar
Mr. Turnblad said no new events have been approved by the Council since the last Commission meeting.
Rusty Mile patio
Mr. Turnblad informed the Commission that the Rusty Mile will be installing a small patio in front of their
business, however they still remain under the threshold of required parking, so they do not have to come
before the Commission with a parking mitigation plan.
Commissioner Hopfe commented that when Wolf Brewery opens and the Rusty Mile opens that will be a
busy parking area.
Mr. Turnblad acknowledged it will put pressure on the little-used public alleys that go into that block.
ADJOURNMENT
Downtown Parking Commission Meeting February 20, 2020
Page 8 of 8
Acting Chairman Johnson adjourned the meeting at 10:26 a.m.
Respectfully Submitted,
Julie Kink, Recording Secretary
Jeff Johnson, Acting Chair
ATTEST:
Graham Tait, Zoning Administrator
DOWNTOWN PARKING COMMISSION
DATE: May 21, 2020
APPLICANT: Todd Konigson, River Provisions
SUBJECT: New proposed business at the Old Stillwater Farm Store
LOCATION: 401 Main Street South
REPORT BY: Graham Tait, City Zoning Administrator
REVIEWED BY: Bill Turnblad, Community Development Director
Abbi Wittman, City Planner
BACKGROUND
River Provisions is proposing
a remodel and use change of
the property at 401 South
Main Street, in Downtown
Stillwater. The building that
sits on the corner of Main
Street and Nelson, used to
serve as the Stillwater Farm
Store, from around 1896 until
June of 2018.
Being proposed is a mix of
retail use, food-takeout and
storage/warehousing for
various sporting equipment.
The northwest store-front area of the space will serve as a retail and rental facility for various
types of bikes, kayaks and paddleboards as well as custom wood furniture. The storage / dock
area on the east side of the building would house the retail and rental stock for the kayaks,
paddleboards and bikes. The southwest storefront area would house a To-Go Food interior
counter and exterior walkup window initially serving soft serve ice cream, gourmet grilled
cheese, Belgian waffles, smoothies and various juices and beverages.
In terms of parking, the applicant has proposed to reserve 4 spaces on the side of the building
along Nelson Street (Refer to site plan). Currently, these are head-in parking spaces, though this is
slated to change in the near future when Nelson Street improvements are completed by the City. In
2019 the owners of this property were granted an encroachment license from the City, to keep in
River Provisions
Page 2
place improvements over public land. However, the discussion also surrounded around what
would happen in the future, identifying a new Nelson Street ROW parking design (transforming
the spaces from head-in to parallel as seen in the graphic below).
The graphic below shows how the spaces are currently arranged. The four spaces that are
requested to be reserved are identified. The reason the business owner wants to reserve these
spaces is that his store will rent equipment that will need to be driven to river access points.
Reserving the spaces makes it more convenient to load the rental equipment onto the customer
vehicles.
ANALYSIS
Every new business in the Downtown Parking District is required to provide new on-site parking
spaces for any increased parking load.1
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 struc tures in any district, which are
reconstructed, enlarged, structurally altered, changed in occupancy to a more intensive use category or otherwise increased i n 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.
River Provisions
Page 3
The parking load of the
current building is 10.6
spaces2. And the parking
load of the proposed uses
after remodeling would be
12.3 spaces (see attached
table). There is an
increased load of 1.7 spaces
to the current parking
system. However, as
outlined in Sec. 31-510.
Subd. 1. (d). (4)., additional
parking would not be
required because the
increase parking burden is less than four spaces.
RECOMMENDATION
Staff finds that the remodeled use of the Old Stillwater Farmstore will not increase the building’s
burden upon the public parking system by more than four and recommends not requiring
mitigation for the 1.7 space deficit.
In terms of the request to reserve four on-street parking spaces for exclusive use of the store, staff
requests the Downtown Parking Commission to consider temporarily allowing the reservation of
four dedicated spots for $9 each day for each spot ($1136 per 31 day period). However, if the
Parking Commission and City Council approves the reservation request, it will have to be
readdressed when the head-in parking spaces gets reduced and converted to parallel parking
spaces.
Attachments: Floor Plans
Applicant Narrative
Required Parking Table
2 1603 SF of retail space. Requires one space per 200 SF. 2643 SF of warehousing/Storage; requires one space per 1,000 SF. Total = 8 + 2.6 = 10.6
spaces.
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401 Main St South – Parking Requirements
Use Total Area (sf) Use Parking Requirements Number of Required Parking
Spaces
Warehousing/Storage 2643 SF 1 space / 1,000 SF 2.6 spaces
Retail 1094 1 space / 200 SF 5.5 spaces
Takeout Food (and associated office) ≈500 SF 1 space per 120 SF 4.2 spaces
Total Spaces Required →→ →→ →→ 12.3 spaces
TO: Downtown Parking Commission
FROM: Bill Turnblad, Community Development Director
DATE: May 13, 2020
RE: Summer Tuesdays
INTRO
As with all other summer events this year, COVID-19 has precipitated drastic changes
to Summer Tuesdays’ standard format and schedule. This summer the event will be
held only on Tuesdays in August. And, the format will change to a Drive In Movie
event. Participants will pre-register their cars with Summer Tuesdays and event staff
will direct participants to parking spots. Also, in place of the food vendors, local
restaurants will make car-side deliveries.
COMMENTS
1. The event is scheduled to occur on
August 4, 11, 18 and 25. Participants
would be directed to their parking
spots beginning at 6:30 pm.
2. The screen would be erected in Lowell
Park.
3. Lots 7, 8a, 8b and 9 are requested to be
reserved for these dates. Lots 8a, 8b
and 9 would be used by the Drive In
Movie participants. During the movie,
River Market customers would park in
Lot 7.
4. The City typically will not tow a car from a City lot. So, the only way to
guarantee all spaces in a lot are available for an evening event is to barricade the
lot very early in the morning. This renders the lot useless during the day prior to
the event. And consequently the City’s business permit customers are displaced
from the lots they have permits to park in, even though the lot is not being used
by the event during the day. For this and other reasons, it is City policy not to
Summer Tuesdays
Page 2
allow lots west of the Downtown Trail to be reserved for events. That includes
Lots 7, 8a and 8b.
5. As seen in the attached Events Calendar, the Cruisin’ the Croix car event will
occur on August 5, 19 and Sept 2, 16 and 30. Consequently, the City’s parking
permit customers will be prevented from using their customary lots two days in
a row on August 4-5 and again on August 18-19.
6. Lot 8a is City owned, but leased by River Market Co-op for exclusive use of its
customers. Summer Tuesdays would use the leased lot during the evenings, and
River Market customers would use it during the day. During the event, Co-op
customers would park in City Lot 7.
7. Summer Tuesdays is in communication with the Co-op who apparently agrees
with the event plans. None the less, prior to Council approval, River Market
should submit their consent in writing to the City.
8. Since Lot 8a is leased, the City would not charge a reservation fee for the spaces
in that lot. But, the standard fees for the rest of the lots are shown below.
Lot # of spaces Weekday fee # of days Total
7 161 $1.50/space/day 4 $96
8b 75 $1.50/space/day 4 $450
9 30 $1.50/space/day 4 $180
TOTAL $726
COMMISSION ACTION
The Downtown Parking Commission should consider the request and formulate a
recommendation for the City Council’s consideration.
cc: Cassie McLemore
attachments: application materials
Events Calendar
bt
Office Use Only
Event Date/Time: Set up: Date ____________________________ Time __________ to __________
Date ____________________________ Time __________ to __________
Date ____________________________ Time __________ to __________
Incomplete applications or applications received after deadline will not be
accepted. See Event Instructions for application deadline and fees.
Description of Event (please be specific ‐ this information will be used to promote the event on the City of Stillwater website):
Primary Contact/Applicant Name:
Phone: Refer media or citizens inquires to:
Phone Number:
Sponsoring Organization Name:
Actual Event:
Clean up:
(If in Lowell Park please specify north or south Lowell park)
Applicant Information (Person/Group Responsible)
City, State, Zip Code:
Date Application Received ________________
Date of Application: _____________________________
Website Address:
Name of contact person during event: Cell Phone:
Alternate contact during event: Cell Phone:
Type: Event Special Event Event w/ Contract
Location (Address) of Event:
Estimated Attendance (participants and spectators):
Event Information
Title/Name of Event
(Events after 10:00 p.m. require a variance from City Council)
Mailing Address:
EVENTS PERMIT APPLICATION
216 North 4 th Street, Stillwater, MN 55082
Telephone: 651-430-8837 Fax: 651-430-8810
Cell Phone: Fax:
Email Address:
Site Plan:
No Yes
No Yes
No Yes
No Yes
No Yes
No Yes
No Yes
No Yes
No Yes
Will merchandise/food items be sold?
Will sound amplification be used?
Insurance certificate from rental vendor is required
Event Features
How many
vendors expected:
Fees for electricity may
apply see Instructions
What type:Fees for electricity may
apply see Instructions
Hours and Type:
Will there be any inflatables?
Will a stage or tent(s) be set up?
Will there be entertainment?
Will any signs/banners be put up Number and size:
Will cooking operations be conducted?
A site plan is mandatory for all events. Please provide a map of the site layout. Include any tables, stages, tents,
fencing, portable restrooms, vendor booths, trash containers, etc. If event involves a parade, race or walk,
please attach a route map highlighting route. Include rest stop stations, crossings, signage and indicate route
direction with arrows.
Contact Washington County Health Department, 651‐430‐6655
Dimensions:
Will food be prepared on site?
Will there be temporary fencing?
Contact Stillwater Fire Department, 351‐4950
No Yes
No Yes
No Yes
No Yes
No Yes
No Yes
No Yes
No Yes
Fees may apply
see InstructionsNumber needed:
Number needed:Fees may apply
see Instructions
Will event need barricade(s)?
Will extra picnic tables be needed?
Describe level of advertisement (ie, radio, flyers, ads, tv, press release). Attach sample if available
Will alcohol be sold?
Describe power needs and location of power source.
City Sidewalks or Trails
City Services (After reviewing the event application, City services may be requried for the event.)
Will event use, close or block any of the following: If yes specify location on site map.
Public Parking Lots or Spaces
Start/End Time:Date:
Start/End Time:Date:
Start/End Time:Date:
Will there be a fireworks display?Permit required, contact Stillwater Fire Department, 651‐351‐4950
City Streets or Right‐of‐way
See Alcohol Regulations in the Instructions
Will alcohol be served but not sold?See Alcohol Regulations in the Instructions
No Yes
No Yes
No Yes
No Yes Number needed:
No Yes
No Yes
Number needed:
Number needed:
Fees may apply
see Instructions
Fees may apply
see Instructions
Will event need traffic control?
Will event need EMS services?Contact Lakeview EMS, 651‐430‐4621
Will extra trash receptacles be needed?
If using private secruity, list Security Company and Contact Information:
Will event need security?If event is overnight, security will be required.
Describe trash removal and cleanup plan during and after event:
Contact Stillwater Police Department for assistance, 651‐351‐4900
Describe crowd control procedure to ensure the safety of participants and spectators:
Will "No Parking Signs" be needed?Fees may apply see Instructions
Show location(s) on site map
Will portable restrooms be needed?
Signature of Applicant or Authorized Agent Date
The sponsor(s) of this event hereby agrees to save the City, its agents, officials and employees harmless from and against all damages to
persons or property, all expenses and other liability that may result from this activity. Depending on the size of and scope of the event a
"Certificate of Insurance" may be required. If insurance is required, the policy must be kept in force during the event of at least the
statutory limits for municipalities covering claims that might be brought against the event that arise out of the events authorized and to
name the City as an additional insured on their policy "as their interest may appear." As the sponsor or authorized representative, I certify
that the information provided is true to the best of my knowledge and agree to pay the permit fee for this event based upon the
information provided in this application. I realize my submittal of this application request constitutes a contract between myself and the
City of Stillwater and is a release of Liability.
List any other pertinent information:
Describe the emergency action plan if severe weather should arise:
Describe plans to provide first aid, if needed:
drive in parking spot
(this maps out approx 60 spaces approx. placement. Will have one empty
parking spot between cars and mark and number spots for reservations.)
Movie Screen
Projector
15/13/2020 8:29 AMBeth WolfSu Mo Tu We Th Fr Sa12345678910111213141516 17 18 19 20 21 2223 24 25 26 27 28 2930 31August 2020Su Mo Tu We Th Fr Sa12345678910111213 14 15 16 17 18 1920 21 22 23 24 25 2627 28 29 30September 2020August 2020Jul 262728293031Aug 1Opera on the RiverFarmer's Market2345678Opera on the RiveSummer TuesdaysCruisin the Croix Car ShowRelay for LifeFarmer's Market9101112131415Summer TuesdaysFarmer's Market16171819202122Summer TuesdaysCruisin the Croix Car ShowFarmer's Market23242526272829Summer TuesdaysLift and Loop CelebrationFarmer's Market3031Sep 12345SUNDAY MONDAY TUESDAY WEDNESDAY THURSDAY FRIDAY SATURDAY
25/13/2020 8:29 AMBeth WolfSu Mo Tu We Th Fr Sa12345678910111213 14 15 16 17 18 1920 21 22 23 24 25 2627 28 29 30September 2020Su Mo Tu We Th Fr Sa1234567891011 12 13 14 15 16 1718 19 20 21 22 23 2425 26 27 28 29 30 31October 2020September 2020Aug 3031Sep 12345Cruisin the Croix Car ShowFarmer's Market6789101112Labor DaySt Mary's FestivalFarmer's Market13141516171819St Mary's FestivalCruisin the Croix Car ShowFarmer's Market20212223242526Farmer's Market27282930Oct 123Cruisin the Croix Car ShowSUNDAY MONDAY TUESDAY WEDNESDAY THURSDAY FRIDAY SATURDAY
35/13/2020 8:29 AMBeth WolfSu Mo Tu We Th Fr Sa1234567891011 12 13 14 15 16 1718 19 20 21 22 23 2425 26 27 28 29 30 31October 2020Su Mo Tu We Th Fr Sa12345678 9 10 11 12 13 1415 16 17 18 19 20 2122 23 24 25 26 27 2829 30November 2020October 2020Sep 27282930Oct 123Fall Art FairFarmer's Market45678910Fall Art FairHarvest FestFarmer's Market11121314151617Harvest FestFarmer's Market18192021222324Farmer's Market25262728293031Farmer's MarketSUNDAY MONDAY TUESDAY WEDNESDAY THURSDAY FRIDAY SATURDAY
PLANNING REPORT
DATE: May 4, 2020
TO: Mayor & Council Members
REQUEST: Revise Parking Ramp Rates
RROM: Bill Turnblad, Community Development Director
BACKGROUND
On June 1st City staff plans to activate the AirGarage mobile payment system for the parking
garage. And the rates for the parking ramp have not been revised other than a minor revision
now and again since the ramp originally opened. Therefore, this is a good opportunity to take a
serious look at the rate structure.
COMMENTS
The current rate structure is overly complicated. And many of the existing rates are never or only
rarely used. So, based on actual usage, staff is recommending the following rates.
The existing and proposed rates are shown in legislative format in the attached exhibit.
Typically the Parking Commission would review rate increases, but given the COVID-19
situation, the Parking Commission won’t meet in time for the Council to make a decision before
June 1st. So, the Parking Commission has not reviewed the new rates.
RECOMMENDATION
Staff recommends passing the attached Resolution that adopts the rates shown above.
Attachment: Revised fees
Resolution
ʹͲʹͲ ͻͳʹ ͳȀȀʹͲʹͲ
ParkingRamp
A.HourlyParking(Availabledaily,exceptduringevents)
ͳǤSinglecouponpurchaseͳ
ẍ́͵Ǣ Ǥ
xweekdaÿ́͵Ǥ
o ͳ ͵ͳǤ
o ͷǣͲͲǤǤ
xweekend̈́ͷǢ Ǥ
o ͳ ͵ͳǤ
oͷǣͲͲǤǤͺǣͲͲǤǤ
ʹǤBulkcouponpurchaseͳ
x ǡ
ͳͲǤ
ö́͵ ̈́ʹǤͷͲ Ǥ
ö́ͷ ̈́ͶǤͷͲ Ǥ
ͳʹǣ͵ͲǤǤ
B.ContractParking
ͳǤBusinessHourPassesͳ
x Ǥ
xǤǤǤǤ
o ȋͶȌ̈́ͳͲȀ
o ȋͳǦ͵Ȍ ̈́ͳͷȀ
o ̈́ʹͲȀ
xǤǤǤ
ʹǤExtendedHoursBusinessPassesͳ
x Ǥ
x ǣ
o ǦͻǦ̈́ʹ͵Ȁ
o ǦǦ̈́ʹͲȀ
ͳ̈́ͳͲ Ǣ̈́ͷǦ ȋ ȌǢ̈́ͷ
C.ResidentialParking(Norestrictiononparkinghours,i.e.24/7/365)
25residentialpassesavailableͳ
x Ǥ
oͺǦǤǦ̈́ʹͷȀ
oͳǤʹ
̈́͵ͷȀ
̈́ʹͷȀȋǦ Ȍ
ͳ̈́ͳͲ Ǣ̈́ͷǦ ȋ ȌǢ̈́ͷǤ
ʹǦ ǡǦǤʹͷ Ǥ
Parkingbeforeorafterthepermittedhoursissubjecttotheflatfeefortransientparking,ortheeventparkingfeeifapplies.
D.EventParking
Summerweekend Fee
ͳ ͵ͳͷǣͲͲ
ͺǣͲͲ
̈́ͷ
SpecialEvents ̈́ͳͲ
Parkingduringeventsdoesnotincludeovernightparking.Anyvehicleparkedattheeventrateafter2:30amwillbesubject
totowing.
RESOLUTION 2020-
RESOLUTION AMENDING RESOLUTION 2020-001
ADOPTING 2020 FEE SCHEDULE
WHEREAS, the Stillwater City Council adopted Resolution 2020-001 entitled “Resolution
adopting 2020 Fee Schedule” on January 7, 2020; and
WHEREAS, on June 1, 2020 the City of Stillwater will implement a new parking ramp revenue
collection system; and
WHEREAS, revised rates will go into effect upon activation of the new revenue system.
NOW THEREFORE, BE IT FURTHER RESOLVED by the Stillwater City Council that
Resolution 2020-001 is hereby amended by deleting the current rates for the parking ramp and
replacing them with the following:
A. Hourly Parking (available daily, except during events)
a. Weekday rate: all day $3
i. Weekday is considered to be Monday through Thursday at 5:00 PM
b. Weekend rate: all day $5
i. Weekend rate in effect from Thursday at 5:00 PM to Sunday at 11:59 PM
B. Business Permits
a. Standard permit: valid weekdays from 6 AM to 6 PM $20/month
i. After 6 PM hourly rates apply
b. Extended hours permit: valid weekdays to 9 PM $25/month
i. After 9 PM hourly rates apply
c. Hospitality industry permit: valid to 6 AM next morning $30/month
C. Residential Permits
a. 8 permits for Rivertown Commons residents $25/month
b. 17 permits for other Stillwater residents $35/month
D. Event Parking
a. Special events: all day $10
Adopted by Council this 5th day of May 2020.
_____ _____________
Ted Kozlowski, Mayor
Attest:
______________________ _________
Beth Wolf, City Clerk
TO: Downtown Parking Commission
FROM: Bill Turnblad, Community Development Director
DATE: May 12, 2020
RE: Electric Vehicle Charging Station
BACKGROUND
Don Schuld (Stillwater Sunrise Rotary Club) and Kevin Tholen (Sustainable Stillwater) requested the
Downtown Parking Commission to consider partnering with them to install a public Electric Vehicle
(EV) charging station downtown. The Commission supported the concept of installing one or two on the
fourth level of the municipal parking ramp and asked city staff to investigate the feasibility.
COMMENTS
Facilities Manager Mick Greiner received an
estimate from Marshall Electric for the cost of
installation. Since that location, as shown in the
graphic to the right, would require core drilling
electrical conduit through four levels of engineered
concrete under tension, the cost would be $30,000.
Staff therefore recommends we abandon the 4th
level location and install them on the 1st level
instead. On that level, the installation cost would
be closer to $7,000.
NEXT STEPS
If the Commission is interested in proceeding with a charging station on the 1st level, simply direct staff
to inform Mrs. Schuld and Tholen that they can begin their fund raising efforts. By setting this direction
the expectation will be created that the City will pay for unfunded costs. So, along with direction to staff,
the Parking Commission should establish a maximum amount to be spent out of the parking enterprise
fund for this project.
At the January Parking Commission meeting, Mr. Schuld estimated the costs of the station and
installation would be about $10,630. He also said that if the Rotary Club/Sustainable Stillwater team
raises $7,000 for the project, then the City’s capital costs would be $3,630. However, to be conservative,
staff would recommend that the Commission authorize $5,000 to $6,000 as matching funds.
bt
TO: Downtown Parking Commission
FROM: Bill Turnblad, Community Development Director
DATE: May 13, 2020
RE: Parking Capacity Study
INTRODUCTION
HKGi is working with the Downtown Parking Commission to study means for more efficiently
using the existing capacity in the downtown public parking system. It is the Commission’s goal
to better serve the needs of its customers without the major capital expenditures associated with
construction of new parking facilities. The draft of the study is now completed and is attached.
COMMENTS
The study includes an analysis of the City’s downtown parking system and recommends a series
of nine strategies that would create efficiencies without major capital investments. At the
Parking Commission meeting on May 21st the Commission will be asked to discuss those
strategies and come to a consensus ranking of them.
In addition to the ranking of strategies, staff requests discussion on a general timeline for
implementation of at least the highest ranked strategies.
The Commission’s recommended ranking and timeline will then be brought to the City Council
for their approval.
Attachment: Draft study
bt
DOWNTOWN STILLWATER PARKING EFFICIENCY & MANAGEMENT PLAN
DRAFT May 2020
The City of
CONTENTS
ACKNOWLEDGEMENTS
City Council
Mayor Kozlowski
Councilors Collins, Junker (DPC Liaison), Weidner,
Polehna
Downtown Parking Commission
Chairman Anderson
Commissioners Glynn, Hopfe, Johnson, Lepage,
Lettner, McAllister
Council Liaison Junker
City Staff
Bill Turnblad, Community Development Director
Consultant
HKGi
Thanks also to members of the downtown business
community for your input and review!
Introduction 3
Study Goals and Objectives 4
Setting the Stage 5
Defining Downtown Stillwater’s Parking Users 6
Existing Conditions 8
Parking Demand 12
Shifting The Demand 16
District Wide Parking Solutions 18
Strategies & Recommendations 20
Next Steps 31
2
PARKING STUDYDRAFT May 2020
INTRODUCTION
Purpose of the Study
Downtown Stillwater is a bustling destination with emerging and established places
to work, live, shop, eat, and play. Along with the many people using downtown,
comes a need to park vehicles. Not having enough parking because an area is too
popular is a problem many communities would love to have, but it is a problem
nonetheless.
The Stillwater Parking Commission initiated this study to provide alternatives
that maximize today’s parking supply before large investments are made to the
expansion of downtown’s parking supply.
This study addresses current and future parking demand, while recommending
parking strategies that minimize major capital expenditures. The study focuses on
opportunities for parking efficiencies, especially at times when parking demand is at
its peak. This includes strategies that balance the parking needs of a variety of users
(e.g., residents, employers, patrons, and visitors).
3
STUDY GOALS AND OBJECTIVES
In order to provide a better parking experience for those who live, work, and visit downtown, this
study provides strategies to:
Maximize
current
investments
Build on past
studies
Maximize today’s parking
supply
Identify low-cost/
high-benefit
solutions
Embrace a district-wide
parking approach
4
PARKING STUDYDRAFT May 2020
SETTING THE STAGE
The Unique Nature of Parking in Downtowns
People are attracted to downtowns for their unique character and urban design. When visitors enter a vibrant
downtown, it is hard not to notice the large number of businesses within a small area, as well as the number of
people walking and interacting with one another. The “place” provided by a diverse and vibrant downtown is the
primary reason people choose to visit downtown. The availability of convenient, affordable parking may be a factor
in the decision making, but not the driving factor. Expansive parking lots simply take away from the place making
experience that make downtowns a great place.
The conventional approach to parking is to make it free and as close as possible. This strategy can work in
communities without a significant amount of commercial activity or in areas where land is plentiful and low cost.
But this approach does not work in traditional downtowns where a large number of amenities and activities occupy
a small area. Too much emphasis on parking can negatively impact the unique qualities (e.g., walkability and charm)
a downtown has to offer, resulting in a less desirable place to visit.
Balancing the parking needs for a vibrant downtown requires a district-wide parking approach. A district-wide
parking approach uses a combination of strategies to maximize the existing parking supply, while reducing the
demand to build additional spaces. This approach is commonly applied in downtown settings to encourage
walkability, foster economic growth, and strengthen the urban form.
While big box stores are able to provide parking within view of the front door, it is not uncommon for parking
users to walk the length of a city block (660 feet) to get to the front door. Because a downtown front door is not
always visible from a parking spot, the perception of the parking user is that they have to walk much further to
their destination.
These parking perceptions can be changed in downtowns by applying effective wayfinding measures, while
improving the user’s experience from their parking space to their final destination.
OVERCOMING PERCEPTIONS
Downtown Stillwater Highway 36 & Stillwater Boulevard
5
DEFINING DOWNTOWN STILLWATER’S PARKING USERS
Downtown Stillwater’s parking supply serves a wide range of users (e.g., residents, employees, eventgoers, and
patrons) that require different parking needs throughout the day. Table 1 offers a generalized way to think about
the different groups of parking users and their parking needs. For example, the short-term user will look for
convenient front door parking. The type of land uses associated with this parking need includes specialty shops,
convenience stores, coffee shops, and fast-casual dining. The long-term users, which makes-up the majority of the
parking users in Downtown Stillwater are staying for longer periods of times. These types of parking users include
employees, visitors taking advantage of multiple things to do in downtown, residents, eventgoers, trailhead users,
and sit-down/fine dining restaurants.
Inevitably, everyone would like a free and open parking space with no time restriction at their front door. This is
not practical or feasible. Parking should be viewed as a limited resource and amenity to the downtown. Improving
the efficiency of this resource will require trade-offs. The City and its partners will need to accept that some people
will need to park further away if they are planning to spend longer periods of time in downtown, while providing
short-term parking closer to the core for the short-term user. Table 2 provides guidance on how to balance these
expectations by parking user.
PARKING USER TYPICAL TURNOVER EXAMPLES OF THE TYPICAL USER % OF SPACES TODAY
Limited User
(One-Stop-Shop)
0-30 Minutes • Parcel delivery
• Pickup/Drop-off (Uber, Lyft,
Childcare)
• Dry Cleaner
• Convenience Store
• Take-Away Food/Coffee
• Business Delivery
2%
40 on street spaces
+ loading zones
Short Term User 1-2 Hours • 1 Stop Shopping
• Fast/Casual Food (eat in)
• Grocery Store
• Sit down restaurant/bar/brewery
• EV Charging (fast charging)
None
Wind up using same
as
long term
Long Term User 2-4 Hours • Sit down restaurant /bar/brewery
• Multi-Stop/Window shoppers
• Tourists
• Trailhead users
• Residential Guest
• EV Charging (fast charging)
63%
572 off street
667 on street
Daily User 4-8+ Hours • Employees
• Residents
• Hotel Guests
• Events
• Trailhead Users
• EV Charging (overnight)
35%
Table 1. Downtown Parking User Characteristics
6
PARKING STUDYDRAFT May 2020
PARKING USER STANDARDS
TIME RESTRICTIONS LOCATION PRICE TYPE
One Stop Shop User 15-30 Minutes Proximity to
the Front Door Free On-Street
Short Term User 1-2 Hours 1-2 Blocks from
Front Door Free On-Street
Off-Street
Long Term User 2-4 Hours 2-4 Blocks from
Front Door Nominal Fee Off-Street
Daily User 4-8+ Hours 2-4 Blocks or
Off-Site Nominal Fee
On-Site (Residents)
Off-Street/site (Employees)
Off-Site (Events)
BEHAVIORAL RESEARCH (PARKING TURNOVER & ENFORCEMENT)
Table 2 provides time restriction standards that help create parking turnover. For example, a service-
oriented district (e.g., dry cleaner, post office, and coffee shop) typically requires a higher turnover rate
to accommodate customers, resulting in parking restrictions ranging between 15 minutes and 1 hour. A
tourism or entertainment district, such as Downtown Stillwater, typically sees a lower turnover rate. Time
restrictions in these types of areas can range between 2 and 4 hours.
Assigning time restrictions to parking spaces helps create turnover for users and improves the overall
efficiency of the parking system. Creating this efficiency requires parking enforcement. It is worth noting that
without enforcement, many users quickly realize the lack of consequences and park illegally. A report for the
Institute for Transportation and Development Policy reviewed a number of studies across the country and
found strong evidence of illegal parking. These findings include:
• University of California studied parking in Berkeley and found that 32 percent of vehicles in one hour
parking spaces exceeded the time limit.
• The same study found that 30 percent of driving commuters routinely parked illegally.
• A survey of 2,000 Seattle parking spaces found that the average park time in one hour zones was 2.1
hours.
• A study in San Francisco found that a third of parking space users in and around downtown exceeded
their time limits or did not pay metered parking.
• A Brooklyn, New York study also found that as parking reaches 85% capacity, the amount of illegal
parking increases dramatically. This in turn creates other problems such as parking in restricted zones
and reluctance to give up a parking space that has reached its time limit
• Audits in Fredricksburg, Virginia found 25 percent of parking space users parked for longer than the
allowed time limits.
In the case of the Fredricksburg study, the City dramatically increased enforcement and created 20 percent
more parking availability. While effective, the issues with enforcement must also be recognized. Enforcement
is costly, and ticketing can discourage people from returning. This can be mitigated with clearly marked signs
regarding time restrictions or enforcement can be softened by issuing “first offence warnings” and ticketing
repeat/habitual offenders.
Table 2. Downtown Parking Standards by User
7
A driver entering
Downtown Stillwater
has a number of
potential parking
options, depending
on what they need
and how close they
need to park to their
destination
FREE
PAID
RAMPS ALL DAY (300)
SURFACE LOTS ALL DAY (182)
ALL DAY (193)
ALL DAY (239)
4 HOUR (432)
3 HOUR (65)
3 HOUR (416)
SHORT TERM (39)
SURFACE LOTS
ON-STREET
(15min, 30min, Loading)
EXISTING CONDITIONS
Parking Supply & Management of the System
The majority of Downtown Stillwater’s parking supply consists of off-street municipal lots, parking ramps, and on-
street parking spaces (see Figures 1 & 2). Characteristics of this parking supply include:
Parking Rates
• Most of the public parking is at no cost to the user. Exceptions include a nominal fee to park in the Municipal
Ramp, Lot 1, Lot 2, and Lot 13.
• On-street parking is free.
Time Restrictions
• The majority of on-street parking is signed for a 3 hour time limit.
• The majority of off-street parking is free with a 4 hour time limit.
Enforcement
• Parking enforcement for on-street and off-street parking concludes at 6:00 p.m. on weekdays and weekends.
• The City staffs one full-time parking enforcement office.
Operations & Management
• Parking operations and management is primarily funded through the Downtown Enterprise Fund. The
Downtown Enterprise Fund is comprised of fees collected through the sale of parking passes, parking fines, one
day parking passes, and event parking permits.
• The City contracts with AirGarage to manage the collection of fees for the Municipal Ramp.
Figure 1. Downtown Stillwater Parking Supply Summary
8
PARKING STUDYDRAFT May 2020
^
^
^
^
^
#
#
#
#
#
#
#
^
#
Lot
1
Lot
2
Lot
3
Lot
4
Lot
5Lot 6
Lot 7
Lot
9
Lot
8b
Lot 11 Lot 10
Lot 12
Lot 13
Lot 14
Lot
15
Lot 16
Lot 17
Lot
18
Lot
8a
M u l b e r r y S t
C o m m e r c i a l A v e
M y r t l e S t
C h e s t n u t S t
O l i v e S t
N e l s o n S tMain St Wat
er St
Second St
Thi
rd St
N e l s o n A l l e yUnion Al
l
eyP i n e S t
Crosby
Hotel
ramp
3
4
43
3
4
4
24
24
24
4
4
4
24 Lowel
l
ParkLowel
l
ParkL iftB rid g e
T e d d y B e a r P a r k
P i o n e e r P a r k
3
Legend
Downtown Parking District
City Parking Lot
City Parking Ramp
Public - upper level (Crosby Hotel)
Trailhead Parking (Lot 12)
Private parking only (Lot 8a)
Permit parking only (Lot 12)
Trailers & large vehicles (Lot 12)
On-street handicapped
15 minute parking limit
30 minute parking limit
Loading/unloading
Valet
Bus loading/unloading
Bus parking
^Business Permit Valid
#DT Resident Permit Valid
Free parking lot (year round)
Pay parking lot (Free Nov 1-Apr 30)
Available to public after 6 PMLotparkingStreetparkingPermitsvalid
FreeorPayMonthly Permits
(allows overnight parking)
Numbers in circles =
hour limits on free parking3
On-street parking is free, but limited
to 3 hrs unless posted for less
Lot 1 (pay lot)(Free Nov 1 - Apr 30) - 98 spaces
Lot 2 (pay lot)(Free Nov 1 - Apr 30) - 84 spaces
Lot 3 (free lot - 3 hr) -- 33 spaces
Lot 4 (free lot - 4 hr) -- 33 spaces
Lot 5 (free lot - 4 hr) -- 7 spaces
Lot 6 (free lot - 3 hr) -- 16 spaces
Lot 7 (free lot - 3 hr) -- 16 spaces
Lot 8a ("private" *) -- 51 spaces
Lot 8b (free lot - 4 hr) - 75 spaces
Lot 9 (free lot - 4 hr) -- 30 spaces
Lot 10 (free all day;
overnight by permit) - 48 spaces
Lot 11 (free all day;
overnight by permit) - 45 spaces
Lot 12 (part free all day;
no overnight here) - 78 spaces
(part permit only;
overnight allowed here) - 23 spaces
Lot 13 (free lot - 4 hr) - 14 spaces
Lot 14 (free lot - 4 hr) - 47 spaces
Lot 15 (free lot - 4 hr) - 97 spaces
Lot 16 (free after hrs) - 60 spaces
Lot 17 (free after hrs) - 75 spaces
Lot 18 (free lot - 24 hr) - 22 spaces
Public Ramp (pay) -- 248 spaces
Public level, Crosby (pay) 52 spaces
* Free public lot after 6 PM
1,252 off-street parking spaces:
1,211 general public
41 handicapped spaces
468 marked on-street spaces:
416 general public
18 handicapped spaces
13 15 minute spaces
7 30 minute spaces
19 Loading spaces
239 unmarked on-street spaces
(Includes 91 on 2nd St no. of Mulberry)
1,959 total public spaces
1,456 free public spaces (74.3%)
Map produced by
Community Development Dept
for Downtown Parking Commission
December 6, 2019
Public Parking
Downtown Stillwater
2020
Expansion
+39 spaces
Figure 2. Downtown Stillwater Parking
9
Business Concerns and Needs
Downtown Stillwater’s businesses were engaged early-
on in the planning process to better understand their
parking concerns and needs. Presentations and group
discussions were held at the following meetings:
• Main Street Stillwater Independent Business Alliance
(IBA) - January 3, 2020
• Stillwater Chamber of Commerce - January 29, 2020
Common themes or messages that were received during
these meetings are summarized throughout this section
by topic area.
Enforcement, Operations, and Maintenance
• Stronger parking enforcement is needed to help
minimize the number of vehicles violating on-
street parking restrictions (e.g., exceeding the
time limit).
• Time restrictions for on-street parking and
parking enforcement ends at 6 p.m. Therefore,
it is assumed there are a number of employees
using on-street parking spaces during the
evening hours.
• Regular snow maintenance needs to be a
collaborative effort between both the city and
businesses to ensure downtown is walkable during
the winter months.
Employee Parking
• Businesses should be encouraging their employees to
park in lots that are located outside of the downtown
core.
• Employees should not be using on-street parking as
an option during their shifts.
• Designated parking areas for employees should be
considered as a parking solution.
Event Parking
• Event parking should be located outside of the
downtown (e.g., off-site parking) to accommodate
higher parking demand during larger events. A shuttle
service needs to be provided if off-site parking is
going to be used for events.
• The City should consider charging for parking in some
of the lots during large events. Revenue collected
during these events should be used for implementing
other parking strategies.
Downtown Stillwater is
comprised of a mix of
land uses
10
PARKING STUDYDRAFT May 2020
Mobility
• Parking solutions need to take into consideration the public
realm and bicycle/pedestrian needs.
• There is a growing demand for bicycle parking, in addition to
car parking for trailhead users. Trailhead users are generally
parking near the Zephyr Theater. In some cases, vehicles are
parking illegally in the Zephyr Theater lot, which has caused
parking problems when events are being held at the theater.
• Traffic circulation continues to be a topic of discussion as
traffic patterns have shifted with the new bridge opening.
Discussions have focused on turning movements at Main
Street and Chestnut (e.g., eliminate the left-turn onto
Chestnut).
Parking Restrictions
• In general, businesses are in favor of reducing the length of
time vehicles are allowed to park on-street. Most of the on-
street parking is signed for a three hour time limit and should
be reduced (e.g., one or two hour time limits) in an effort
to free up on-street parking spaces for short-term users/
customers and minimize the number of employees who are
utilizing on-street parking.
Parking Fees
• There is little or no support for paid on-street parking (e.g.,
pay stations or meters). However, charging for off-street
parking (e.g., surface lots) may be a potential strategy in
helping manage parking during events or peak periods of
the day.
Wayfinding and Signage
• Wayfinding and signage needs to be considered to help
direct people to underutilized parking lots.
• A more comprehensive wayfinding plan is also needed for
the downtown to eliminate sign clutter, while providing the
appropriate signs that direct people to key destinations and
parking facilities.
• Mobile parking applications should play a role in helping
visitors find parking.
• More information (online and print) and marketing
materials should be created to help educate people on
where to park.
Downtown Stillwater is
home to many residents
11
PARKING DEMAND
Utilization counts help better understand today’s current parking demand. Utilization counts serve as a
quantitative measure in documenting existing parking conditions (e.g., parking demand), while verifying
issues and concerns. Utilization counts used for this study are based on historical counts collected by the
City in 2015 (see Figure 3 and Table 3).
Off-Street Parking Utilization
Any count over 93% should be interpreted as effectively full. Counts between 85-93% suggest lots are at or
approaching capacity and though there is still some parking, driving behaviors change and people begin
circling the block or lot to find parking. Parking utilization over 75% gives the impression that the lots are
filling up, but do not pose any concerns. Less than 75% utilization could be categorized as having ample
parking available or the spaces are being underutilized.
Findings & Observations
• In general, Downtown Stillwater is experiencing high demand for parking during the weekends and
evening hours.
• There is still parking available in the Municipal Ramp or Lot 12 when parking demand is at it’s peak (e.g.,
Saturday evenings).
• Lots 1 and 2 are experiencing high parking demand, which are also pay lots. This observation suggests
people are willing to pay to park.
• During off-peak seasons and hours, parking is still well utilized. Observations from the study team and
conversations with business owners suggest that while spaces are still available, employees are still
parking close to the core.
• Off-street parking is generally underutilized during the morning hours and winter months.
Precedent Examples of Downtown
Stillwater’s Parking
12
PARKING STUDYDRAFT May 2020
LOT SPACES FRIDAY SATURDAY SUNDAY
4:30PM 7:00PM 9:00AM 12:00PM 4:00PM 6:00PM 1:00PM 3:30PM
1 98 56%100%11%100%100%100%100%100%
2 84 45%100%23%95%100%100%100%100%
3 33 88%100%64%100%100%100%100%100%
4 29 83%100%17%100%100%100%100%100%
5 7 57%100%43%100%100%100%100%100%
6 16 75%94%38%100%94%100%100%94%
7 16 81%100%81%100%100%100%100%100%
8b 75 65%100%19%100%100%100%100%89%
9 30 67%100%27%100%100%100%60%100%
10 48 63%96%38%100%100%100%98%100%
11 45 100%100%33%100%100%100%93%100%
12 101 12%11%21%29%32%39%14%22%
13 23 35%26%0%22%22%43%13%9%
14 8 50%63%38%125%63%100%25%50%
15 13 100%100%31%85%131%146%31%38%
16 47 79%100%23%100%100%100%89%96%
17 97 79%100%20%100%100%100%96%85%
ramp 248 45%64%21%31%34%56%19%23%
Total 1018 57%80%24%74%75%83%66%68%
Legend:
No Capacity Issues (0% - 74% Occupied)
Monitor Capacity (75% - 84% Occupied)
At or Approaching Capacity (85% - 92% Occupied)
At Capacity (93%+ Occupied)
1
2
3
4
56
7
89
10
12
13
R
14
15
16
17
18
11
Chestnut St
Olive St
Nelson Alley
Nelson St
Myrtle St
Commercial A
v
e Wa
t
e
r
S
tMa
in
S
tSec
on
d
S
t
Th
i
rd
S
t
1
2
3
4
56
7
89
10
12
13
R
14
15
16
17
18
11
Chestnut St
Olive St
Nelson Alley
Nelson St
Myrtle St
Commercial A
v
e Wa
t
e
r
S
tMa
in
S
tSec
on
d
S
t
Th
i
rd
S
t
1
2
3
4
56
7
89
10
12
13
R
14
15
16
17
18
11
Chestnut St
Olive St
Nelson Alley
Nelson St
Myrtle St
Commercial A
v
e Wa
t
e
r
S
tMa
in
S
tSec
on
d
S
t
Th
i
rd
S
t
1
2
3
4
56
7
89
10
12
13
R
14
15
16
17
18
11
Chestnut St
Olive St
Nelson Alley
Nelson St
Myrtle St
Commercial A
v
e Wa
t
e
r
S
tMa
in
S
tSec
on
d
S
t
Th
i
rd
S
t
1
2
3
4
56
7
89
10
12
13
R
14
15
16
17
18
11
Chestnut St
Olive St
Nelson Alley
Nelson St
Myrtle St
Commercial A
v
e Wa
t
e
r
S
tMa
in
S
tSec
on
d
S
t
Th
i
rd
S
t
1
2
3
4
56
7
89
10
12
13
R
14
15
16
17
18
11
Chestnut St
Olive St
Nelson Alley
Nelson St
Myrtle St
Commercial A
v
e Wa
t
e
r
S
tMa
in
S
tSec
on
d
S
t
Th
i
rd
S
t
FRIDAY SATURDAY SUNDAY
4:30PM 7:00PM 9:00AM NOON 6:00PM 1:00PM
Table 3. Parking Demand and Utilization by Lot/Ramp
Figure 3. Depiction of Parking Demand and Utilization
13
Chestnut S
t
Olive St
Nelson Alle
y
Nelson St
Myrtle St
Commercial
A
v
e Water
S
tMain
StSecond StThird
S
t
LOW HIGH
On-Street Parking
There are no official parking utilization counts for
on-street parking. However, field observations and
conversations with parking enforcement and business
owners helped identify general assumptions on how
on-street parking is being utilized. Figure 4 provides a
generalization of on-street utilization, which suggests
on-street parking is heavy utilized. On-street parking is
also signed for longer than normal time restrictions for
a typical downtown.
Based on research performed in 2020, downtown
Stillwater is the only downtown with widespread
three hour on-street parking compared to 12 other
precedent examples (see Table 4). Limiting on-street
parking to two hours would improve parking and
convenient access for the short-term and one-stop
users.
Because on-street parking spaces are the first spaces
that a driver sees, and the closest to their destination,
they are the most desirable spaces. If spaces are full, a
driver may circle a few times trying to find a parking
space, or stop prematurely and wait if someone is
getting into their car. This can have negative effects
on traffic, increasing congestion and the number of
turning movements that happen as driver’s circle,
which is a challenge in a downtown where a safe and
comfortable pedestrian environment is critical to the
vitality and success of the district.
Findings & Observations
• On-street parking is heavily utilized on any given
day of the year.
• Heavy utilization rates are attributed to human
behavior that suggests people will chose the
closets parking space first, if available.
• Heavy utilization is also attributed to the time
restrictions set for on-street parking (3 hour time
limit).
• Parking enforcement is rarely enforced and ends at
6 p.m. Those who are familiar with this system may
take advantage of the system and extend their
time of stay beyond the 3 hour time limit.
• The demand for short-term on-street parking is
growing to accommodate rideshare services (e.g.,
Uber and Lyft), curbside pickup (e.g., Uber Eats,
Door Dash, and Grub Hub), and delivery services.
3 Hours 2 Hours 1 Hour
Stillwater Anoka, Bemidji,
Duluth, Mankato,
Fargo/Moorhead,
Red Wing, St. Cloud,
Wayzata, White Bear
Lake, Winona
Hopkins
*Rochester varies from 30
minutes to 2 hours
Table 4. On-Street Time Restrictions (Precedent Examples)
Figure 4. On-Street Parking
14
PARKING STUDYDRAFT May 2020
Precedent Example of Downtown Stillwater’s
On-Street Parking Utilization
Findings & Observations
Analysis of the current parking situation in downtown
has provided a few key findings and observation that will
influence which strategies will have the biggest impact.
Parking Utilization
The downtown is experiencing heavy utilization during
the evening hours and weekends. This heavy utilization
is primarily occurring at the core, which includes both
surface lots and on-street parking. The parking spaces
that are underutilized are generally located on the edges
of Downtown Stillwater. During the typical workday, the
downtown is experiencing normal utilization rates (i.e.,
morning and afternoon hours). These utilization patterns
are typical for a successful downtown with a mix of land
uses.
Seasonal Use
Parking is generally well used throughout the year, while
the highest demand for parking occurs during the summer
months. Summer months have more demand and generate
more parking shortages when high numbers of visitors
experiencing Stillwater compete for parking.
Balancing Parking Expectations
The majority of the business community recognizes that
there are opportunities to manage parking more efficiently
to accommodate the various users. This results in some
tradeoffs and expectations that long-term parking users
will be required to walk a reasonable distance between
their car and destination. On-street time restrictions should
also be reconfigured to increase parking turnover in the
core, while ramping up parking enforcement to ensure
people comply with new time restrictions.
Coordination and Collaboration
The business community recognizes there are some
changes that need to occur and is supportive in working
together in finding parking efficiencies.
15
SHIFTING THE DEMAND
It is assumed when a downtown’s parking supply is at 93% utilization
it is at full capacity. The remaining 7% capacity helps maintain a
healthy supply of parking to manage traffic circulation and parking
turnover. Based on these industry standards, the parking lots located
in the core are typically at capacity and above the 93% utilization
threshold. This area is recognized as Zone 1 in Figure 5.
Parking lots in Zone 1 are chosen first based on their visibility and
ease of access from main roads. As a result, traffic becomes an issue
as people circle the block or wait for an available space to free up.
Alleviating these parking stresses in the core will help improve the
perception of downtown not having enough parking. Shifting parking
demand to underutilized lots will require a combination of strategies
that are discussed later in this study.
ZONE SPACES PEAKUTILIZATION UTILIZATION GOAL SHIFT NEEDED
1 299 100%85%24
2 165 100%85%13
Total 464 100%85%38
TARGET AREA SPACES PEAKUTILIZATION UTILIZATION GOAL EXCESS CAPACITY
Ramp 248 64%85%53
12 101 39%85%47
Total 349 57%85%100
Maximize today’s parking
supply
SMALL SHIFT, BIG IMPACT
While many of the parking lots are filling up, there are a few lots that remain underutilized during peak
demand (evenings and weekends). The Municipal Ramp and Lot 12 has additional capacity to accommodate
more users. Findings suggest a shift in parking demand from the core to these underutilized facilities will
help alleviate the parking stresses in downtown.
A shift in parking demand needs to occur to help create greater parking efficiencies. This can be achieved by
shifting parking demand from Zone 1 and Zone 2 to other areas of downtown that are still walkable. Lots 12 and
the Municipal Ramp/Lot 13 has ample parking available to absorb more users.
It is assumed approximately 40 parking users need to be shifted from Zones 1 and 2 to maintain a healthy
utilization rate between 85% and 93% (see Table 5). It is important to recognize the City is adding an additional 39
off-street spaces adjacent to Lot 14 in the summer of 2020. Adding this capacity should help alleviate the parking
stresses that occur in Zone 2 during peak periods. In that respect, stronger energy should be focused on shifting
parking demand from Zone 1 to the Municipal Ramp/Lot 13 or to a larger extent, Lot 12.
This goal is obtainable when using the appropriate parking strategies that take into consideration the various
parking needs for every user in Downtown Stillwater
(e.g., residents, business, and visitors). Table 5. Sending Zones
Table 6. Receiving Zones
16
PARKING STUDYDRAFT May 2020
1
2
3
4
56
7
89
10
12
13
R
14
15
16
17
18
11
Chestnut
St
Olive St
Nelson All
e
y
Nelson St
Myrtle St
Commerci
al
A
v
e Water StMain
StSecond StThird
St
ZONE 1
ZONE 2
Figure 5. Parking Zones
The Parking Commission
Districts identified in the 2017
Stillwater Parking Study were
consolidated into two zones. This
supports a district-wide parking
approach that maximizes
today’s parking supply.
17
DISTRICT WIDE PARKING SOLUTIONS
Finding the appropriate parking management solutions for Downtown Stillwater
requires a district-wide parking approach. A district-wide parking approach uses a
combination of strategies to maximize the existing parking supply, while reducing the
demand to build additional spaces. This approach is commonly applied in downtown
settings to encourage walkability, foster economic growth, and strengthen the urban
form. The various district-wide models that have been used across the nation are
summarized below. Stillwater currently uses the Enterprise Fund (see Page 19) and
Parking Benefit District model to managing parking in downtown.
• 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.
• 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.
• Parking Benefit Districts: Typically revenue generated from parking meters or other collection methods
automatically reverts back to a municipality’s general fund and the place where the meter revenue is collected
sees no direct benefit. 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. Typically revenue collected through meters or parking kiosks is reinvested in
the district, while revenue generated from parking violations is used to fund further enforcement.
Parking Benefit districts not only create a new stream of funding for district improvements, but they also can
help better manage parking supply and demand. Parking benefits districts support economic development
and neighborhood revitalization efforts. This tool is attractive because, instead of using local tax revenue or
assessments for improvements, parking benefit districts capture money from visitors. Business owners are more
likely to report parking violations within parking benefit districts because violations result in lost revenue for the
district.
• 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. Improvement districts that manage parking
communicate parking locations, rates, and typically provide flexible monthly parking options and reduced
parking with merchant ticket validation.
• 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.
• Transportation Management Association (TMA): A Transportation Management Association (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.
Embrace a district-
wide parking
approach
18
PARKING STUDYDRAFT May 2020
DOWNTOWN STILLWATER PARKING ENTERPRISE FUND
Downtown Stillwater’s district-wide parking approach best mirrors the Enterprise Fund. Funds are collected
from various revenue streams that are in turn, invested back into the downtown’s parking improvements and
ongoing operations/maintenance.
I. 2019 Revenues
Account 720 (Surface parking lots): (unaudited end of year)
1. Permits (residential, business, mitigation, misc.) $66,832
2. Sales for Parking Lot 1 $91,630
3. Sales for Parking Lot 2 $94,116
4. Parking enforcement ticket totals $53,573
5. Parking, events $4,600
6. Interest $6,010
7. Total parking lot revenue $316,761
Account 725 (Parking ramp): (unaudited end of year)
1. Parking permits: 61 permits (25 residential; 36 commercial) $15,341
2. Parking Permits – Lowell Inn $12,952
3. Ramp revenue (Credit Card and Cash) $86,833
4. Total parking ramp revenue $115,126
Total revenue, ramp and lots (unaudited) $431,887
II. Operating Costs
1. Parking Ramp (unaudited, no depreciation) $58,420
2. Parking Lots (unaudited, no depreciation) $159,274
3. Total operating costs $217,694
III. Balance
The unaudited revenue collection in 2019 appears to have exceeded the unaudited operating costs by
about $214,000. This does not including depreciation, which covers facilities replacement costs, i.e. Capital
Improvements.
IV. Reserve (Capital Improvement Program)
As of 12/12/19 the reserve in the parking enterprise fund was $991,806.59. Approved capital expenditures
for 2020 total $280,800.00.
19
STRATEGIES & RECOMMENDATIONS
Each district-wide parking model discussed in the previous
section is designed to achieve similar goals by reducing
parking demand and maximizing its resources.
At this time, the City of Stillwater does not need to select a
preferred approach or modify its Enterprise Fund. Instead, the
City should consider the various strategies used in each model
to help better manage parking to support parking efficiencies.
Each strategy discussed throughout this section is designed
to help better manage the downtown’s parking supply and
demand. More importantly, the strategies were selected to
help align parking needs with the various users of downtown.
These strategies should be explored to their fullest potential
prior to investments that focus on adding more supply.
Today, there are many players that can help advance the
parking strategies through direct or indirect efforts. Many
of these efforts are currently tied to long-range planning,
business support, parking enforcement, and the facilitation
and approval of development proposals. These groups include
both the public (i.e., City) and private (i.e., business) sector.
Both groups should have a vested interest in implementing
the study’s recommendations. In that respect, the roles and
responsibilities for carrying out a particular strategy are
identified in each strategy. Each strategy is also paired with a
paradigm (see Sidebar) generalizing implementation costs,
business support, and impact in reducing demand.
SUPPORT
UPFRONT
COST ONGOING COSTIMPACTDiagram Summary Example:
This diagram would suggest
the strategy being proposed is
highly supported by the business
community and may have a low to
moderate impact in shifting parking
demand. General upfront and
ongoing costs associated with this
strategy are low.
RECOMMENDATION PARADIGM
• Support: The strategies were presented to the
business community. Some strategies received
overwhelming support (scores towards HIGHEST),
while others may need further discussion (scores
towards LOWEST).
• Ongoing Cost: Some strategies may require on-
going costs. These cost are typically associated with
staff time and resources or on-going operations and
maintenance needs. Each strategy will have some form
(e.g., direct or indirect) of an ongoing cost.
• Upfront Cost: There is an upfront cost to
implementing every strategy. These cost are typically
associated with design, capital investments, staff
time and resources, or startup dollars to initiate the
strategy. Upfront costs can be minimal, while others
may be larger investments that require long-range
capital programming.
• Impact: Each strategy is designed to maximize today’s
parking supply more efficiently and effectively. The
goal is to implement strategies that have the highest
impact, while being cognizant of ongoing and upfront
costs.
SUPPORT
IMPACTONGOING COSTUPFRONT COST
LOWEST
MODERATE
HIGHEST
20
PARKING STUDYDRAFT May 2020
SUPPORT
UPFRONT
COST ONGOING COSTIMPACTRecommendation:
Implement a program to continue
parking counts at specific times and
during different seasons.
1
2
3
4
56
7
89
10
12
13
R
14
15
16
17
18
11
Chestnut St
Olive St
Nelson Alley
Nelson St
Myrtle St
Commercial
A
v
e Wate
r
S
tMain
S
t
Se
cond
S
t
Th
i
rd
S
t
1
2
3
4
56
7
89
10
12
13
R
14
15
16
17
18
11
Chestnut St
Olive St
Nelson Alley
Nelson St
Myrtle St
Commercial
A
v
e Wate
r
S
tMain
S
t
Se
cond
S
t
Th
i
rd
S
t
1
2
3
4
56
7
89
10
12
13
R
14
15
16
17
18
11
Chestnut St
Olive St
Nelson Alley
Nelson St
Myrtle St
Commercial
A
v
e Wate
r
S
tMain
S
t
Se
cond
S
t
Th
i
rd
S
t
Diagram Summary:
There is very little cost associated
with this strategy, but has no direct
impact in reducing parking demand.
The strategy is primarily used to
monitor parking utilization rates and
to inform other strategies.
Roles & Responsibilities:
Utilization costs can be done by City
staff and at very low cost. City’s will
use seasonal help, interns, or parking
enforcement to conduct counts.
Strategy #1 – Utilization Counts
Stillwater should continue to monitor parking utilization in all
areas of downtown. This will provide a better baseline of data for
determining when a particular parking strategy should be explored
or implemented. The City should establish a set schedule for when
utilization counts are collected to ensure consistent reporting on
an annual basis. The recommended times include 10 a.m., 12 p.m.,
and 6 p.m on weekdays and weekends. Counts should be collected
throughout the year and during downtown events. In the long
term, use of parking sensors could provide better data. This type of
technology has a higher upfront cost to implement.
STUDY GOALS
Each strategy is designed to help achieve the following study goals.
Maximize
current
investments
Identify low-cost/
high-benefit
solutions
Maximize today’s
parking supplyEmbrace a district-
wide parking
approach
The demand for parking typically increases in
Downtown Stillwater throughout the day.
Saturday 9:00 a.m. Saturday 6:00 p.m.
21
Recommendation:
Strategically locate wayfinding
signage that direct people to 2nd
Street where they will be exposed to
underutilized lots (e.g., Lot 14) and
the Municipal Ramp, while elevating
parking and traffic stresses in the
core.SUPPORT
UPFRONT
COST ONGOING COSTIMPACTPrecedent Examples of Parking Wayfinding Signage
Diagram Summary:
This strategy will help shift parking
demand in the core to underutilized
lots at a minimal cost.
Roles & Responsibilities:
The City of Stillwater is the primary
agency who would implement this
strategy. Coordination may need to
occur with other roadway agencies,
such as MnDOT or Washington
County if signs are placed within
their right-of-way.
Strategy #2 – Wayfinding & Signage
Wayfinding systems serve a key role well beyond responding to the
need for basic navigation, identification, and information. Wayfinding
elements, such as monuments, directional systems, directories,
interpretive, and even regulatory signs can enrich and enhance the users
experience in Downtown Stillwater and help with traffic congestion.
More importantly, signage can help direct people to underutilized or
unknown areas available for public parking.
The study has recommended a shift in parking demand from the core to
underutilized or unknown areas available for public parking. This shift
should focus on wayfinding signage that directs people to the Municipal
Ramp/Lot 13. To some degree, wayfinding signs are visible at the Main
Street/Commerce Street intersection that direct people to the ramp. By
the time a parking user reaches this intersection they have already been
exposed to a number of parking options, including three hour on-street
parking and large surface lots.
It is important to recognize the first lots to fill up as one enters
downtown are Lots 1 and 2, which both charge a nominal fee.
Wayfinding signage should be strategically located near these lots that
direct drivers to 2nd Street. Shifting travel patterns to 2nd Street will
direct people towards the ramp and expose drivers to Lot 14, which is
expanding by 39 spaces in the summer of 2020. A shift to these parking
facilities will help maximize parking investments and alleviate parking
stresses in the core.
Overall, wayfinding signs are a simple high-benefit solution that help
direct vehicles to underutilized parking facilities. Wayfinding signs for
parking should also work together with other wayfinding needs that
move people and not just cars. Stillwater should consider developing a
wayfinding plan that helps identify pathways between key destinations
and large parking reservoirs. A wayfinding plan should also evaluate
existing sign clutter, while finding ways to maximize the effectiveness of
wayfinding signage.
22
PARKING STUDYDRAFT May 2020
Recommendation:
Develop mobile friendly applications
that provides parking location
information.
SUPPORT
UPFRONT
COST ONGOING COSTIMPACTDiagram Summary:
This strategy will help better inform
downtown users were parking is
located.
Roles & Responsibilities:
The City of Stillwater is the primary
agency who would implement this
strategy, but may need support
from a private entity to assist in
the development of a mobile
application.
Technology & Mobile Applications
Long-term wayfinding strategies may include information signs that
display the number of available parking spaces at a parking lot/ramp
entrance. This type of technology can also be tied to mobile applications
that inform a driver before they enter the downtown on where parking
is available. These type of wayfinding applications are typically applied
in settings where parking is being heavily utilized on a year-round basis
and tied to parking facilities with controlled entrances/exits (e.g., gate
arms). This type of technology can also have high upfront costs. There
may be opportunities to retrofit the ramp with this type of technology,
but should be viewed as a mid to long-term initiative.
Other long-term initiatives may include mobile applications that
monitor the downtown’s available parking supply. These types of
applications also rely on parking sensors, parking facilities that use
entrance/exist controlled devices, or GPS data obtained from cellphones
to report out “real-time” parking availability for a specific area.
These types of applications are typically implemented in downtown
settings that charge a fee for public parking. At a minimum, the City
should consider using mobile friendly websites or materials that provide
information on downtown’s parking locations. Long-term initiatives
should consider “real-time” parking availability information, but is not
being recommended at this time.
23
Recommendations:
Reduce on-street parking time
restrictions from three hours to two
hours.
SUPPORT
UPFRONT
COST ONGOING COSTIMPACTIncrease parking enforcement
beyond 6:00 p.m. to 8:00 p.m.
SUPPORT
UPFRONT
COST ONGOING COSTIMPACTDiagram Summary:
This strategy will help create higher
parking turnover and better align
parking users with their parking
needs.
Roles & Responsibilities:
The City of Stillwater will be
responsible for implementing
this strategy, which will require
additional resources to increase
parking enforcement.
Today, the majority of on-street parking in the core is limited to three hours.
Strategy #3 – On-Street Time Restrictions
Research determined Downtown Stillwater is the only downtown
with widespread three hour on-street parking compared to 12 other
precedent examples (see Table 4). Reducing on-street time restrictions
will help improve parking turnover rates and better align parking
spaces with the various users of downtown. For example, a service
oriented district (e.g., dry cleaner, post office, and coffee shop) typically
requires a higher turnover rate to accommodate customers; resulting
in parking restrictions ranging between 15 minutes and 1 hour. An
entertainment district, such as Downtown Stillwater, typically sees a
lower turnover rate during the evening hours. Time restrictions in these
types of areas can range between 2 and 4 hours. Office and business
districts also experience lower turnover rates. These areas usually result
in an 8 hour or more time restriction to accommodate a standard 8
hour work day.
On-street parking in Downtown Stillwater should accommodate those
who are looking for a quick meal or the ability to run a few errands
within a short period of time. A time restriction of three hours caters
to the long-term parking user in which there is ample parking options
available to meet their needs. On-street parking in Downtown Stillwater
should be viewed as an amenity and managed in a way that creates
higher-turnover.
The lack of on-street parking turnover is also contributed to the lack of
parking enforcement. Today, parking enforcement ends at 6:00 p.m. A
car parked on the street at 3:00 p.m. would not be subject to a ticket
after 6:00 p.m. and is likely to stay parked for a longer period of time
if they are familiar with the system. Some businesses have expressed
concerns that downtown employees who work late shifts (e.g., 3:00
p.m. to 11:00 p.m.) will take advantage of the situation resulting in
negative impacts to on-street parking turnover.
The business community supports a reduction in on-street time
restrictions to better accommodate the short-term uses. This
recommendation will also need to be balanced with stronger parking
enforcement, while balancing the parking needs of employees (see
Strategy #4: Enforcement & Technology and #7: Employee Parking).
24
PARKING STUDYDRAFT May 2020
Recommendation:
Utilize LPR software for on-street
parking enforcement.
CHALKING - COURT CASES
Recent court cases have challenged the constitutionality of “tire
chalking” or putting a physical mark on a tire to measure if a car
has been parked in a location longer than allowed. In the most
relevant court case, Taylor v. City of Saginaw, the court ruled that
chalking represents a physical trespass and an unreasonable search
prohibited under the 4th Amendment without meeting the burden
required for a reasonable search. While this ruling was in the 6th
Circuit, and only applies to Michigan, Ohio, Kentucky, and Tennessee,
it may be prudent to move in the direction of non-marking
techniques.
SUPPORT
UPFRONT
COST ONGOING COSTIMPACTDiagram Summary:
This strategy will help create higher
parking turnover rates. The City
already owns LPR software, so there
is little upfront cost.
Roles & Responsibilities:
The City of Stillwater is the
responsible agency for
implementing this strategy, which
will require additional resources to
increase parking enforcement.
Strategy #4 – Enforcement & Technology
Many of the strategies discussed throughout this study emphasize the
use of parking enforcement and technology to better manage parking
utilization. In particular, Strategy #3 discusses the need for stronger on-
street parking enforcement to manage turnover rates.
If the City of Stillwater takes a more active role in enforcement, it
should consider the use of new technology to monitor violations and
turnover rates. License Plate Recognition (LPR) software provides these
benefits. LPR software includes a camera that is mounted on a parking
enforcement vehicle that captures license plate numbers. The license
plate number is time stamped and its location is logged with the
corresponding time restriction. As parking enforcement patrols an area,
the software notifies the parking officer if a violation has occurred. This
type of software is commonly used by public safety or law enforcement
to track stolen vehicles or persons of interest. LPR software can also be
used to track and monitor parking permit users. For example, if a lot
is permitted only for employee parking, LPR software can determine
which vehicle is authorized to be in the lot without having to verify
physical permits (e.g., window tags or stickers). This approach should
be explored as part of Strategy #7: Employee Parking.
The City does not owns this type of technology. The City should
consider purchasing LPR software to be mounted on parking
enforcement vehicles to enforce on-street time restrictions (see
Strategy #3). This technology will help create efficiencies in parking
enforcement and will limit the number of parking enforcement officers
needed to regulate time restrictions. If the City chooses not to use this
technology for parking enforcement, additional parking enforcement
staff will be needed to efficiently enforce on-street time restrictions to
create higher turnover rates.
Parking enforcement is an important
tool to helping balance parking
turnover rates for on-street parking.
25
SUPPORT
UPFRONT
COST ONGOING COSTIMPACTRecommendation:
Analyze and revise the City’s zoning,
subdivision, and parking ordinances
to ensure they are in-line with
improving the parking experience in
downtown
Diagram Summary:
In general, revisions to the zoning
ordinance that embrace a district-
wide parking approach will have a
positive impact in helping manage
parking more efficiently and
effectively. The overall support and
cost associated with a particulate
ordinance update will vary. Staff
time and resources will likely be
needed for any of ordinance updates
suggested in this strategy.
Roles & Responsibilities:
This strategy will need to be closely
coordinated with downtown
businesses and the private sector
to determine the appropriate
ordinance update. The City of
Stillwater is the responsible agency
for implementing this strategy.
Strategy #5 – Parking Ordinances & Requirements
The City of Stillwater recently updated its Comprehensive Plan, which
provides direction and guidance for the future of Downtown Stillwater.
As the City revisits its ordinances to come into compliance with the
Comprehensive Plan, it should also examine them for alignment with
desired parking policies. Updates to the zoning ordinance should take
into consideration the parking components that embrace a district-wide
parking approach. Items for consideration include:
• Conditional Use Permit: Allowing a development to be eligible for
a conditional use permit, which if approved by City Council would
allow a given parcel to accommodate some of their required parking
in a municipal lot. Many existing developments rely on municipal lots
and on-street parking. A parking study would need to be submitted
by the applicant demonstrating its need and the availability of off-
site parking to accommodate those needs.
• Parking Overlay District: Minimum and maximum parking
requirements can be established through an overlay district.
Stillwater has established a Downtown Parking Districts that uses
parking maximums. Parking maximums are used to ensure parking
is not being over built and negatively impacting the urban form. The
City’s parking maximums should be evaluated to determine if they
align with industry standards and current parking demand (using the
utilization counts) in Downtown Stillwater.
• Travel Demand Management Plans (TDMP): A TDMP outlines
measures to mitigate parking demand as part of the development
permit process, which can result in innovative solutions that are
tailored to the specific needs of an area. A TDMP would be required
of the developer or property owner as part of their development
application. TDM strategies for Downtown Stillwater may look to
shift trips from peak period (high-demand) hours to times of the
day when more parking is available or enter into shared parking
agreements. Strategies for businesses may include incentives
to carpool or take other modes of transportation. Strategies for
residential uses may include incentives for not owning a car.
• Liquor Licenses and other Land Use Considerations: New land
uses may generate more parking demand or increase the demand
at certain hours. The City should support development that is in
alignment with a long-term, successful, and vibrant downtown.
This also sometimes means allowing businesses that will create
more of a draw that could add more parking demand. In the
short-term the City may consider methods to control the flow
of these developments until parking can catch up. For example,
establishments that provide liquor can generate higher peak parking
demands during the evening hours. Establishing regulations that
control the number of liquor licenses helps manage the current
parking demand until parking strategies or building more parking
catches up with demand.
26
PARKING STUDYDRAFT May 2020
SUPPORT
UPFRONT
COST ONGOING COSTIMPACTRecommendation:
Develop marketing materials that
educate people on where to park.
Diagram Summary:
Marketing materials and valet parking
can help manage parking more
efficiently at a low-cost. Ongoing
maintenance is important, but does not
have any impact to parking efficiencies
unless a facility becomes in such
disrepair people will no longer able to
park in that facility.
Roles & Responsibilities:
These strategies require private
and public partnerships.
Businesses association should
take a stronger lead in developing
marketing materials and initiating
a valet service, if these are desired
strategies to pursue from the
businesses.
SUPPORT
UPFRONT
COST ONGOING COSTIMPACTSUPPORT
UPFRONT
COST ONGOING COSTIMPACTEstablish valet parking services
with businesses that generate a
higher parking demand during the
evening hours.
Adhere to ongoing maintenance
schedules for parking facilities, in
addition to sidewalks and pathways
between parking facilities and
destinations.
Strategy #6 –Customer Service
A visitor’s first experience starts from the moment they park their car
and walk to their destination. Therefore, parking should be viewed as a
customer service.
Offering a positive experience from a parking perspective involves
a combination of strategies, such as a wayfinding signs (Strategy #2:
Wayfinding), maintained parking facilities, and availability. It requires
marketing materials to help inform patrons on where they can park and
what the downtown has to offer. It may even include curbside valet service
to allow cars to be stored further from the destination without requiring a
longer walk for patrons.
Recommendations for improving the parking user’s experience include:
• Marketing Materials: The City and local business organizations (e.g.,
Stillwater Area Chamber of Commerce and Main Street Stillwater
Independent Business Alliance®) should work together to develop
marketing materials that indicate key destinations (e.g., businesses,
restaurants and trailheads) and parking locations that are for certain
users (e.g., short-term vs. long-term). This approach is a low‐cost/high
benefit solution to help educate visitors on where to park. This can also
be used as an opportunity to promote and market the downtown’s
businesses on those materials.
• Valet Parking: A valet service provides downtown patrons a
convenient option for parking. If managed accordingly, this strategy
can help elevate the parking pressures being experienced in the
core. Options for valet storage could occur in Lots 12 or 14, which
are underutilized during the evening hours. A shared parking
agreement would need to be administered between the business and
City. This strategy is an effective means to helping manage parking
during evening hours, while providing visitors an enhanced parking
experience. Valet service is provide by a private entity, which enters into
an agreement with the business and city. The business typically initiates
this strategy
• Ongoing Maintenance: Public and privately owned parking facilities
should provide a safe and clean environment. Routine maintenance
(e.g., sweeping, refuge collection, crack sealing, pavement overlays,
snow removal, and lighting) schedules should be followed to enhance
the customer’s experience (drawing visitors back into the area) and
beautification of the city. Additionally, routine maintenance schedules
will help extend the life-span of a parking facility before a major
replacement or repair is needed. This also holds true to the users
experience between a parking facility and their final destination.
Regular maintenance schedules need to be made to sidewalks, in
addition to shoveling after winter weather events.
27
EMPLOYEE PARKING PROGRAM PRINCIPLES.
An employee parking permit
program should be built around the
following principles:
• The program is monitored and
managed by the Stillwater Parking
Commission.
• Businesses must make a formal
request annually to the Stillwater
Parking Commission to be part of
the program.
• The number of permits issued
would be based on the size, type of
business, or number of employees.
• A business would agree to the
following conditions:
-The business must prove their
operations occur during peak
parking demand (i.e., evening
hours and weekends).
-The business owner is
responsible for reporting lost
or stolen access cards to the
Municipal Ramp.
-Access cards can be terminated
by the City any given time
if they are being used in
inappropriately.
-Access cards to the Municipal
Ramp would only be active
during the evening hours (3:00
p.m. to 11:00 p.m.
SUPPORT
UPFRONT
COST ONGOING COSTIMPACTRecommendation:
Update the business
parking program
by restructuring
permitted lots and
time restrictions.
Diagram Summary:
This strategy will help balance today’s parking
supply with downtown customers and employees.
This strategy will need further support from the
business community before moving forward.
Roles & Responsibilities:
The Stillwater Parking Commission will take on a
new responsibility in monitoring the program, while
City staff will be asked to administer the program.
The business community also needs to play a role in
helping educate their employees on where to park.
Strategy #7 – Employee Parking
This study has recognized that some trade-offs will need to occur in
order to improve the efficiencies of Downtown Stillwater’s parking
supply. Moving forward, the City and business community will need to
accept that some people will have to park further away if they plan on
spending longer periods of time in downtown. This balancing act should
start with employee parking. It should be expected that employees will
park further away and not in parking lots that deter from a customer’s
ability to park in the core. Implementing this strategy will require a
strong commitment and understanding from the businesses that this
shift should occur.
This partnership can begin by working together to find designated
areas for employee parking that alleviate parking demand in the core. A
recommended approach to helping jump-start this initiative can begin
by modifying the business parking permit program.
Businesses and downtown employees have the option today to
purchase a parking permit. Permit holders are allowed to park in
designated lots longer than the posted time restriction. These lots are
scattered throughout downtown. However, several permitted lots are
located in the core that experience heavily utilization, while lots that are
underutilized outside the core are not permitted.
Permits should be restricted in lots located in the core that experience
heavy utilization during peak demand. This would include Lots 4, 5, and
8 only on weekdays after 5:00 p.m. and during weekends. Employee
parking by permit would still be allowed in these lots during normal
weekday hours (7:00 a.m. to 5:00 p.m.). In return, the Municipal Ramp
would be open to permit holders. This would require access codes that
allow the permit holder to enter the ramp without having to pay an
additional fee to park.
In order to effectively implement this strategy, the City will need
to increase parking enforcement beyond 6 p.m. (see Strategy #4:
Enforcement & Technology) in the surface lots. Lots should also be
designed for free employee parking during evening hours for those who
do not wish to purchase a parking permit. Opportunities for these free
areas could occur in Lot 12 and Lot 14. Lot 14 will be expanded by 39
parking stalls in the spring of 2020. The City could also offer discounted
parking permit passes to businesses that typically see an influx of
employees during the evening hours (e.g., restaurants and bars).
28
PARKING STUDYDRAFT May 2020
Strategy 8 – Pricing
The bulk of Downtown Stillwater’s parking supply is free, located in
the core, and structured around the long-term user’s need (4 or more
hours). They are heavily utilized for those reasons, which has impacted
the utilization of the Municipal Ramp and other lots on the fringe.
People will chose free parking and convenience over other options.
This model should be flipped by pricing parking in the core where it is
more convenient, while providing subsidized (free) parking outside of
the core. There are precedent examples of parking lots in downtown
where people are willing to pay and park. This is evident in Lots 1 and
2, which experience heaving utilization rates and charge a minimal fee.
This finding serves as a precedent example for the City to consider when
exploring parking fees in other areas of downtown.
During the planning process, there was some appetite to retrofit
surface lots in the core to pay lots. This strategy would help achieve the
following benefits:
• Influence consumer/parking behavior.
• Shift parking demand to underutilized lots that are currently free
(e.g., Lots 12 and 14).
• Capture revenue to offset costs associated with parking operations
and maintenance needs or reinvest those revenues back into the
downtown.
This strategy will continue to be an ongoing discussion. Advancing this
strategy will require larger discussions with the business owners and
residents of downtown. As part of these discussions, the City should
consider a phased approach by converting one or two lots in the core
to paid lots. Lots 3, 4 and 5 are potential options given their proximity to
Lots 1 and 2, which are already pay lots.
Converting a surface lot to a pay lot can be managed through various
means, including controlled gates with pay stations or through mobile
applications that do not require gate arms. Any one of these options can
help the City control when parking rates are in effect. For example, the
City may want to only change for parking during events or when parking
is at its peak. It is important to recognize a pay lot should
provide people the option to pay by cash, as not everyone
owns a smart phone or has access to a credit or debit card.
SUPPORT
UPFRONT
COST ONGOING COSTIMPACTRecommendation:
Implement a phased approach
to paid parking in the surface
lots located in the core areas of
downtown.
Diagram Summary:
Parking fees should be used in the
core to help shift parking demand
to the fringe and underutilized lots.
Costs associated with this strategy
are associated with retrofitting lots
to include entrance controls and pay
stations.
Roles & Responsibilities:
This strategy will need to be closely
coordinated with the City and
downtown businesses.
^
^
^
^
^
#
#
#
#
#
#
#
^
#
Lot
1
Lot
2
Lot
3
Lot
4
Lot
5Lot 6
Lot 7
Lot
9
Lot
8b
Lot 11 Lot 10
Lot 12
Lot 13
Lot 14
Lot
15
Lot 16
Lot 17
Lot
18
Lot
8a
M u l b e r r y S t
C o m m e r c ia l A v e
M y r t l e S t
C h e s t n u t S t
O l i v e S t
N e l s o n S tMain St Wat
er St
Second St
Thi
r
d St
N e l s o n A l l e yUnion Al
l
eyP i n e S t
Crosby
Hotel
ramp
3
4
43
3
4
4
24
24
24
4
4
4
24 Lowel
l
Par
kLowell
Par
kL iftB rid g e
Te d d y B e a r P a r k
P io n e e r P a r k
3
Legend
Downtown Parking District
City Parking Lot
City Parking Ramp
Public - upper level (Crosby Hotel)
Trailhead Parking (Lot 12)
Private parking only (Lot 8a)
Permit parking only (Lot 12)
Trailers & large vehicles (Lot 12)
On-street handicapped
15 minute parking limit
30 minute parking limit
Loading/unloading
Valet
Bus loading/unloading
Bus parking
^Business Permit Valid
#DT Resident Permit Valid
Free parking lot (year round)
Pay parking lot (Free Nov 1-Apr 30)
Available to public after 6 PMLotparkingStreetparkingPermitsvalid
FreeorPayMonthly Permits
(allows overnight parking)
Numbers in circles =
hour limits on free parking3
On-street parking is free, but limited
to 3 hrs unless posted for less
Lot 1 (pay lot)(Free Nov 1 - Apr 30) - 98 spaces
Lot 2 (pay lot)(Free Nov 1 - Apr 30) - 84 spaces
Lot 3 (free lot - 3 hr) -- 33 spaces
Lot 4 (free lot - 4 hr) -- 33 spaces
Lot 5 (free lot - 4 hr) -- 7 spaces
Lot 6 (free lot - 3 hr) -- 16 spaces
Lot 7 (free lot - 3 hr) -- 16 spaces
Lot 8a ("private" *) -- 51 spaces
Lot 8b (free lot - 4 hr) - 75 spaces
Lot 9 (free lot - 4 hr) -- 30 spaces
Lot 10 (free all day;
overnight by permit) - 48 spaces
Lot 11 (free all day;
overnight by permit) - 45 spaces
Lot 12 (part free all day;
no overnight here) - 78 spaces
(part permit only;
overnight allowed here) - 23 spaces
Lot 13 (free lot - 4 hr) - 14 spaces
Lot 14 (free lot - 4 hr) - 47 spaces
Lot 15 (free lot - 4 hr) - 97 spaces
Lot 16 (free after hrs) - 60 spaces
Lot 17 (free after hrs) - 75 spaces
Lot 18 (free lot - 24 hr) - 22 spaces
Public Ramp (pay) -- 248 spaces
Public level, Crosby (pay) 52 spaces
* Free public lot after 6 PM
1,252 off-street parking spaces:
1,211 general public
41 handicapped spaces
468 marked on-street spaces:
416 general public
18 handicapped spaces
13 15 minute spaces
7 30 minute spaces
19 Loading spaces
239 unmarked on-street spaces
(Includes 91 on 2nd St no. of Mulberry)
1,959 total public spaces
1,456 free public spaces (74.3%)
Map produced by
Community Development Dept
for Downtown Parking Commission
December 6, 2019
Public Parking
Downtown Stillwater
2020
Pay Lots 1 and 2 are
heavily utilized during the
summer months.
29
Strategy 9 – Event Parking
Festivals and events play a large part in supporting downtown
businesses. Iconic events such as Lumber Jack Days and Cruisin’ on the
Croix Car Show attract thousands of people to the area on an annual
basis. The number of special events are growing and many of them use
parking lots to accommodate vendor booths, staging areas, and food
trucks.
Lots 4, 8, 9, 10 and 11 are commonly used for events. Requests to
temporary close these lots are done through an application process
and reviewed/approved by the Stillwater Parking Commission. In many
cases, the downtown’s parking supply can handle a smaller event that
requires the temporary closure of a lot. Larger events that require the
closure of more than one lot and attract a large number of eventgoers
have utilized shuttle services between the downtown and off site
parking lots located at nearby schools parks, or churches. At times, event
parking has spilled into adjacent neighborhoods. Residents have grown
accustom to these impacts.
Event parking has been managed fairly well over the years. However,
the St. Croix River has been subject to more spring floods that result
in the closure of parking lots. These lots are typically relied on for
spring events. As a result, event organizers are being asked to have an
alternative plan in place. Establishing an alternative can be a challenge
for the applicant. Ideally, the alternative keeps the event near businesses
and with a view of the St. Croix River. Unfortunately, events that coincide
with a flood may be forced to relocate to areas that do not provide these
opportunities.
Alternative event areas include other public and private parking lots
near City Hall and the Historical Court House, or to a larger extent, the
Washington County Government Center. Keeping an event downtown
with limited parking options (as a result of flooding) will need to be
balanced with other parking/traffic mitigation plans. For example, an
event may need to include off site parking and shuttle service. These
responsibilities should be placed on the event organizer.
There are multiple factors to consider when developing a parking/traffic
management plan for an event:
• Number of parking spaces required and available for the event.
• An alternative plan if event space is not available because of
flooding or other unforeseen circumstances.
• The reduction in parking as a result of the event.
• Traffic control/enforcement/signage required for the event.
• Educational/marketing materials to promote alternative parking
options/traffic routes.
This information may be challenging for the applicant to obtain.
In some respect, smaller event organizer may not be or have
even considered these items. City staff and the Stillwater Parking
Commission can be a resource in providing options or ideas. The City
should develop formalized event plans for different types of events for
the Stillwater Parking Commission’s consideration when reviewing/
approving event request.
SUPPORT
UPFRONT
COST ONGOING COSTIMPACTRecommendation:
Establish event parking plans for
applicants to use when proposing an
event.
Diagram Summary:
The event type and parking/traffic
mitigation plan will vary from a
impact and cost perspective.
Roles & Responsibilities:
The City and Stillwater Parking
Commission will be responsible for
providing guidance to applicants
when developing event parking
plans. Implementing the parking
plan during an event will primarily
be the responsibility of the applicant
or City fees will be associated with
the event to assist in their needs.
Events are common
activities that occur in
Downtown Stillwater
30
PARKING STUDYDRAFT May 2020
NEXT STEPS
TBD - Discussion with the Parking Commission
31
PARKING STUDYDRAFT May 2020 32
200 Chestnut St E, #204
Stillwater, MN 55082
651-439-4001
www.GreaterStillwaterChamber.com
Bridging Business & Community
May 1, 2020
Stillwater Mayor and Council Members
City of Stillwater
216 North 4th Street
Stillwater MN 55082
Dear Mayor and Council Members:
The Greater Stillwater Chamber of Commerce (Chamber) has implemented a Business Recovery
Committee - COVID-19 (BRC19) to work together to assist and support businesses during this outbreak
to reopen businesses in a safe manner, address challenges and opportunity they will face with social
distancing, and generate ideas for businesses to recover from their financial loss and the overall
economic health of our community.
The BRC19 is led by the Chamber and includes lawmakers, city council representation, tourism
representation, financial industry, banking, and several other local small businesses. A few ideas that
have already been discussed include: marketing campaigns, winter events in downtown, a main street
reset, businesses cross-promoting opportunities, proactively staying in front of the new retail and
service environment, and providing ongoing and updated resources with leadership from the Chamber
in partnership with the city.
As you know, yesterday Governor Walz signed Executive Order 20-48 allowing for local retail stores to
reopen on Monday, May 4th and is looking at a continued slow opening strategy for more businesses
using COVID-19 best practices and guidelines. Our businesses are in unchartered territory now and will
need assistance and flexibility from the City for their survival. For starters, here are a few requests for
your consideration.
• Flexibility on the signage ordinance
• Allow for temporary sidewalk sales; perhaps allow for retail stores to have defined days where
they could have a table of goods and products in the park.
• Close the future Chestnut Plaza space as soon as possible to add more social distancing space
downtown.
• Work together and support new winter events.
• Expand resources to the Stillwater Lights attraction – separate request to be submitted.
• Consider the attached memo from the Stillwater Bar and Restaurant Owners in coordination
with Stillwater Area Chamber of Commerce.
Thank you for your consideration. If you have any questions, please do not hesitate to contact me.
Robin Anthony, IOM
Executive Director
Greater Stillwater Chamber of Commerce
Cc: Tom McCarty, Stillwater City Administrator
200 Chestnut St E, #204
Stillwater, MN 55082
651-439-4001
www.GreaterStillwaterChamber.com
Bridging Business & Community
Date: May 1, 2020
To: Stillwater Mayor and Council Members
From: Stillwater Bar and Restaurant Owners in coordination with Greater Stillwater Chamber of
Commerce
RE: Downtown Stillwater Restaurant Industry Re-Opening Requests
Introduction
Downtown Stillwater has a vibrant retail scene including some of the finest bars and restaurants
anywhere in the Midwest. Closing this section of the industry has been a tremendous blow to the local
economy, creating a steep decline in tourism and unemployment among so many Stillwater residents
who work in the restaurant industry. Restaurants also contribute a large amount of money and services
for the Stillwater area organizations and non-profits. As we navigate into the post-Covid world, where it
appears social distancing practices will be expected, if not required, there will be many challenges for
success of this prominent part of the local economy.
The Stillwater bar and restaurant industry is so unique because of the variety of experiences they offer.
Many have a comfortable small-town bar feel, while others have a bustling metropolitan energy. There
are a few common qualities, however, such as smaller footprints / lower capacity ranges, lack of onsite
parking lots, lack of large patio spaces, the physical challenges of 19th century architecture and
construction, and connection with sidewalks and the parks along the river.
In order to comply with regulations as well as remaining a viable business in Stillwater, the restaurant
and bar owners would like to propose several key initiatives that the City of Stillwater could pass for the
benefit of the industry. These items are a lifeline for the restaurant industry, the tourism industry, and
the hundreds of unemployed industry workers. Furthermore, Stillwater has the opportunity to continue
its track record of being one of the best small towns in America and providing residents and visitors with
unique experiences while being health conscious and responsible.
List of Ideas:
- Discount or forgive Liquor License fee for March, April, and May.
- City staff would determine each pro-rata fee for 3 months of liquor license fee and
refund it to each license holder.
- Establish a Business District “To-Go Food and Beverage Consumption Zone” for consumption of
to-go food and refreshments from bars and restaurants. I.e. Open Container allowance for the
central business district.
- Stillwater has a lot of open park area and the central business district has natural
borders with the concentration of commercial zone and hills / river all around. This
allows restaurants and bars with lower capacities to have a chance at operating close to
full potential while maintaining social distance recommendations.
200 Chestnut St E, #204
Stillwater, MN 55082
651-439-4001
www.GreaterStillwaterChamber.com
Bridging Business & Community
- More picnic tables could be set out in the park area (the city owns picnic tables in
storage currently) or families can set up picnic blankets, appropriately distanced from
each other.
- More garbage and recycling would need to be set out and maintained.
- Rules to regulate to-go alcohol would be clear. As an example, only one drink (up to
16oz alcoholic beverage) in a clear recyclable plastic cup may be purchased to-go and
consumed in the designated consumption area. Customers may not bring alcoholic
drinks purchased from other establishments into an establishment, thereby maintaining
a given bar’s right to refuse service and make sure customers are consuming alcohol
responsibly.
- City would designate the “open container boundaries”, i.e. Nelson Ave southern border,
3rd Street western border, Mulberry northern border, and the river eastern border. Any
consumption outside of this area would result in potential fines.
- All other compliance ordinances for littering, public intoxication, operating motor
vehicles under the influence, etc. would remain in place.
- Precedence for a business district open container law exists in many cities around the
US (Savannah GA, Butte MT, Hood River OR, Kansas City Power and Light District MO,
Tampa Riverwalk FL, Many OH & IN cities, and Winona MN)
- Creation of controlled spaces for enjoying take-out food and refreshments.
- This would be a “lighter” version of the above idea, where some city parking lot area or
specific park areas could be delineated and designated as “to-go food and drink
consumption areas”
- These areas would be smaller and easily monitored by public safety.
- Grant temporary extension of premise to bars to create temporary patio spaces with existing
land or existing parking spots onsite.
- Example being Whitey’s parking spots behind it on the alley side, Oasis expand patio
into their private lot, etc.
- Potentially also parking spots in front of the business if they are not doing Curbside to-
go. Regulations would be agreed on for clear barrier of footprint.
- Allow restaurants to keep 1-2 spots in front of the business for Take-out / Curbside to-go.
- Many have developed this strategy and been proficient at it.
- This allows residents that want to remain isolated to still enjoy their favorite food
experiences.
- Possibly just Mon-Thurs as a compromise, though customers will continue to need a
location to pick up their meals.
- Free parking for the summer.
- Potential compromise for weekday parking.
200 Chestnut St E, #204
Stillwater, MN 55082
651-439-4001
www.GreaterStillwaterChamber.com
Bridging Business & Community
Restaurant Contacts:
- Joe Ehlenz, Lolo and Lolito
- John Koch, Portside and Something Pasta
- Mark Hanson, Marx
- Jeff Chilson, Mad Capper
- Kevin Dunn, Whitey’s
- Paul Larson, Quickfire Pizza
- Nick Dodge, Brian’s and Matchstick
- Matt McGough, Freight House
- Tim Brown, 3rd Street Post and Harbor Bar
- Chris Goetzke, The Tilted Tiki
- Sherri Hopfe, The Dock Cafe
- Tony Misenor, No Neck Tony’s
- Chuck Dougherty, Water Street Inn and Charlie’s Pub
- Ryan Marsh, PD Pappys
- Craig Beemer, Oasis Cafe
- Aleksandar Pantic, Domacin
1
Bill Turnblad
From:Abbi Wittman
Sent:Wednesday, May 13, 2020 2:00 PM
To:Bill Turnblad
Subject:RE: Status of lot north of Zephyr Theater
Attachments:COS Desired Parking Lot Expansion.pdf; Zephyr Lease Area and Future Lot Plan.jpg
The City has sent Zephyr notice that we would like to end the lease that transferred to them from Paradeau; the lease
requires a minimum one-year notice period before the lease can go away. We have also made a request to MNDOT for
18’, or as much as they can spare, of the excess ROW to the north of the area the Zephyr would like to expand for
parking. Both of these actions have occurred so that we can plan for the potential expansion of the parking lot to the
North to accommodate (up to) 71 parking stalls (47 Zephyr/24 COS).
Abbi Jo Wittman
P: 651-430-8822
F: 651-430-8810
From: Bill Turnblad
Sent: Wednesday, May 13, 2020 1:49 PM
To: Abbi Wittman <awittman@ci.stillwater.mn.us>
Subject: Status of lot north of Zephyr Theater
Abbi,
I’ve got the lot north of the Zephyr Theater as an update item on next week’s Parking Commission agenda. Could you
remind of the status?
Bill Turnblad
Community Development Director
City of Stillwater
70 0 690700710820810720830830
820
8
1
0
750 710Parking lot in light grey to be
constructed by Theater.
Parking lot extension in dark grey
represents 24 potential spaces
for the park.
Access point same as current, but a
90 degree intersection created.
Park entrance
North entrance to Theater Brown'sCreekTrailStateHighway95