Town of Greenwich, CT

Transcription

1 ` Town of Greenwich, CT 2002 Supply/ Parking Study Performed by Associates

2 October 15, 2003 Mr. Marcos Madrid, P.E. Commissioner of Public Works Town of Greenwich 101 Field Point Road Greenwich, CT Re: Town of Greenwich 2002 Supply Parking Study / Final Report Dear Commissioner Madrid: We have incorporated your comments and the comments rendered by others subsequent to our public presentation of the DRAFT report, and are pleased to provide our final Town of Greenwich 2002 Supply/ Parking Study. We gratefully acknowledge and appreciate your assistance and cooperation, the dedication and participation of the members of the Town s Parking and Traffic Committee and other Town representatives that gave their time to assist our efforts. We look forward continuing our relationship with the Town of Greenwich and hope that we met all your expectations during our study effort. Sincerely, James J. Kopencey Senior Parking Consultant

3 TABLE OF CONTENTS Executive Summary...i Page Parking Supply/ Analysis...1 Introduction...1 Background...2 Study Area Boundary...2 Off-Street Parking...2 Railroad Stations...7 Period Off-Street Utilization...7 On-Street Parking...10 On-Street Parking Inventory...10 Period On-Street Utilization...11 Parking Adjustments...11 Parking Summary...18 Future Parking...21 Parking Commentary...22 The Next Step...24 Exhibits Exhibit 1 Greenwich...3 Exhibit 2 Byram...4 Exhibit 3 Old Greenwich...5 Exhibit 4 Graphic Depiction of Parking Intensity...20 Tables Table 1 Supply of Off-Street Publicly Available and Permit Parking...6 Table 2 Supply of Railroad Publicly Available and Permit Parking...7 Table 3 Summary of Off-Street Period Utilization (Surplus or Deficit)...8 Table 4 Summary of Railroad Period Utilization (Surplus or Deficit)...9 Table 5 Supply of On-Street Parking...10 Table 6 - Summary of On-Street Period Utilization (Surplus or Deficit)...11 Table 7 Parking Adjustments...12

4 Table 8a Greenwich On-Street Adjusted Parking...13 Table 8b Old Greenwich On-Street Adjusted Parking...14 Table 8c Byram On-Street Adjusted Parking...14 Table 9a Greenwich Off-Street Adjusted Parking...15 Table 9b Old Greenwich Off-Street Adjusted Parking...15 Table 9c Byram Off-Street Adjusted Parking...15 Table 10a Greenwich Railroad Station Adjusted Parking...16 Table 10b Old Greenwich Railroad Station Adjusted Parking...16 Table 10c Riverside Railroad Station Adjusted Parking...16 Table 10d Cos Cob Railroad Station Adjusted Parking...17 Charts Chart 1 Survey Day Findings Greenwich...18 Chart 2 Adjusted Greenwich Parking Supply and...19 Page

5 i Executive Summary The Town of Greenwich has established as one of its primary goals the need to improve its delivery of parking services. To accomplish this task, Associates was asked by the Town s Department of Public Works to quantify current and future parking demand. Our findings are as follows: Findings It can be generally stated that Byram, and Old Greenwich enjoy adequate or near adequate parking supply. This statement also applies to the four (4) railroad station stops in Greenwich, Old Greenwich, Cos Cob, and Riverside. In Central Greenwich however, despite the fact that parking outside the CGBR Zone is the responsibility of the owners of commercial property, not the responsibility of the Town, Associates estimates that an overall deficit of 230 parking spaces currently exists within the defined study area. It is also estimated that future parking demand would add 111 parking spaces to the current deficit, totaling a 341 parking space deficit. Expansion of the existing parking supply in the Greenwich Central Business District is highly recommended by adding a minimum of 230 net parking spaces to the parking system to satisfy current conditions, and additional parking spaces to satisfy some portion of future build-out that is consistent with the Town s Zoning Regulations.

6 Town of Greenwich, CT 2002 Parking Supply / Study 1 PARKING SUPPLY/DEMAND ANALYSIS Introduction The Town of Greenwich is interested in improving its delivery of parking services. As a starting point in this process, the Town asked Associates to quantify current parking demand, and estimate near term and longer term parking demand based on partial and full build-out scenarios. To achieve this end, performed a parking supply/demand analysis that includes the following tasks: 1. Meet with representatives of the Town to clarify study objectives, and to define the Study Area and its related sphere of parking influence. 2. Obtain and review pertinent reports, studies, and statistical data regarding the Study Area. 3. Obtain projected partial and full build-out land use data scenarios from the Town. 4. Review future land use data proposed within the Study Area, and meet with Town representatives and other representatives identified by the Town, to verify our understanding of future development initiatives. 5. Determine the hour of peak occupancy to conduct vehicle occupancy counts through on-site observations and interviews with Town representatives. 6. Conduct field surveys and contract aerial photographs to identify parking occupancy of on and off street parking spaces within the Study Area, and classify parking spaces by type and location. 7. Perform a statistical sampling of key zones to determine turnover and duration characteristics. 8. Calculate and compare parking demand with the current parking supply to identify parts within the Study Areas with deficits and surpluses. 9. Use future growth assumptions provided by the Town to compare projected future parking demand with the current parking supply to identify whether a deficit or surplus exists. 10. Publish a DRAFT report of supply/demand findings.

7 Town of Greenwich, CT 2002 Parking Supply / Study Meet with the Town s designated representative(s) and/or Parking Taskforce to present preliminary findings and respond to questions and comments posed by its members. 12. Finally, present findings and incorporate comments and suggestions made by the Town s Parking Taskforce, the Board of Selectman, Board of Estimate and Taxation, and members of the Planning and Zoning Commission and staff, and publish this final report. Background As municipal jurisdictions evolve and priorities and focus changes within a municipal jurisdiction, it is prudent to occasionally evaluate parking adequacy. The purpose of this supply/demand study is to quantify parking demand under current conditions, partial build-out, and full-build-out, and to determine the number of parking spaces required to meet those demands. During our analysis, we reviewed the existing supply, identified the demand, and determined parking adequacy. This study estimates the number of parking spaces that are required to satisfy current, near future and distant future parking demand Study Area Boundary The primary Study Area included all the publicly available and permitted off-street and on-street parking located in Greenwich, Old Greenwich, and Byram. In addition to the analysis of the primary study areas, a study of the railroad station parking in Greenwich, Old Greenwich, Riverside, and Cos Cob was also conducted. The aerial photos on the following pages, Exhibit 1 (Greenwich), Exhibit 2 (Byram), and Exhibit 3 (Old Greenwich) illustrate the locations of the above mentioned areas. Because each area operates independently from one another, for the purpose of this study each area will be examined separately. Only parking spaces that are patrolled and managed by the Town of Greenwich were surveyed. Off-Street Parking Publicly available parking is defined as those spaces that are available to the general public regardless of trip purpose. Greenwich s off street parking supply has a combination of metered off street parking spaces and those that require a parking permit. Most, downtown lots have a combination of long and short-term metered parking spaces. Most, but not all, lots that require a permit are found around the railroad stations. Absent a valid parking permit, parking within sections of permit lots is prohibited. Permits can be obtained through the Town of Greenwich; however, there is presently a waiting list to receive a permit.

8 Town of Greenwich, CT 2002 Parking Supply / Study Exhibit 1 - Greenwich ASSOCIATES 3

9 Town of Greenwich, CT 2002 Parking Supply / Study 4 Exhibit 2 - Byram

10 Town of Greenwich, CT 2002 Parking Supply / Study 5 Exhibit 3 Old Greenwich

11 Town of Greenwich, CT 2002 Parking Supply / Study 6 To provide a clear understanding of the methodology employed to determine our findings, a brief description of how collected the parking data is provided. inventoried publicly available and permitted on and off-street parking spaces within the Study Areas., along with Town personnel, collected parking inventory and utilization data by physically accessing lots and performing vehicle occupancy counts. The counts were conducted on June 27, 2002, midday. This time period was decided upon in an effort to capture typical weekday parking data at the peak hours of utilization. Table 1 presents the actual number of publicly available and off-street permit parking within the Greenwich, Old Greenwich, and Byram. Table 1 - Supply of Off-Street Publicly Available and Permit Parking Greenwich: Off-Street: Inventory Public 1360 Permit 230 Total 1590 Old Greenwich: Off-Street: Inventory Public 65 Permit 39 Total 104 Byram: Off-Street: Inventory Public 137 Permit 0 Total 137 Most publicly available parking in Central Greenwich is metered. There is a wide variety of time restrictions placed on these spaces ranging from 15 minutes for quick drop-offs or picks-ups to 12 hours for those parkers needing to stay for long durations of time. Both Old Greenwich and Byram do not have metered parking but they do have time restrictions placed on the publicly available parking. Publicly available 12 hour spaces in Byram require permits from 8-9 AM to restrict people from parking all day and walking to the near by railroad station.

12 Town of Greenwich, CT 2002 Parking Supply / Study 7 Railroad Stations Within the Study Areas there are four (4) railroad station stops (Greenwich, Old Greenwich, Cos Cob, and Riverside). Table 2 shows the inventory of parking at each stop. The public parking spaces at the railroad stations include the daily and metered spaces. Table 2 - Supply of Railroad Publicly Available and Permit Parking Greenwich: Railroad Inventory Public 475 Permit 811 Total 1286 Old Greenwich: Railroad Inventory Public 70 Permit 524 Total 594 Riverside: Railroad Inventory Public 33 Permit 286 Total 319 Cos Cob: Railroad Inventory Public 56 Permit 524 Total 580 Period Off-Street Utilization Table 3 presents a summary of off-street peak period utilization for both publicly available and permit parking. In Greenwich, 1,380 of the 1,590 off-street spaces were occupied during the peak period of utilization, or 87%. In Old Greenwich, 85 of the 104 off-street spaces were occupied during the peak period of utilization, or 82%. In Byram, 105 of the 137 off-street spaces were occupied during the peak period of utilization, or 77%.

13 Town of Greenwich, CT 2002 Parking Supply / Study 8 Table 3 - Summary of Off-Street Period Utilization (Surplus or Deficit) Greenwich: Off-Street: Parking Supply Operational Capacity (90%) Occupancy % Surplus/ Deficit Public % 49 Permit % 2 Total % 51 Old Greenwich: Parking Supply Operational Capacity (90%) Occupancy % Surplus/ Deficit Off-Street: Public % -4 Permit % 12 Total % 9 Byram: Off-Street: Parking Supply Operational Capacity (90%) Occupancy % Surplus/ Deficit Public % 18 Permit Total % 18 Table 4 presents a summary of the railroad station lot peak period utilization for both publicly available and permit parking. The permit parking areas at all railroad stations were between 80-85% occupied. Publicly available parking space at Old Greenwich was at 60% occupancy, Cos Cob was at 59% occupancy, Greenwich was at 83% occupancy and Riverside was at 97% occupancy.

14 Town of Greenwich, CT 2002 Parking Supply / Study 9 Greenwich: Parking Supply Operational Capacity (90%) Occupancy % Surplus/ Deficit Railroad Public % 34 Permit % 70 Total % 103 Old Greenwich: Parking Supply Operational Capacity (90%) Occupancy % Surplus/ Deficit Railroad Public % 21 Permit % 38 Total % 59 Riverside: Parking Supply Operational Capacity (90%) Occupancy % Surplus/ Deficit Railroad Public % -2 Permit % 15 Total % 13 Cos Cob: Table 4 - Summary of Railroad Period Utilization (Surplus or Deficit) Parking Supply Operational Capacity (90%) Occupancy % Surplus/ Deficit Railroad Public % 17 Permit % 36 Total % 53 Practical Capacity - A more in depth analysis of parking utilization and relative space surplus or deficit must consider a parking system s practical capacity. Practical capacity relates to the operation efficiency of a parking facility and parking system. A parking facility is perceived to be full by its users when occupancy levels reach 85-90%. Once this level is exceeded, potential parkers find it difficult to locate an available space, and those spaces that are available tend to be at the greatest distance from primary destinations. As a result, most individuals must continue to search, creating traffic flow problems and increasing the potential for vehicle/vehicle and vehicle/pedestrian conflicts. The effective and efficient turnover of convenient parking spaces is most successful when the supply of spaces exceeds the peak demand for those spaces by 10-15%. For this study s purposes, uses a more conservative practical capacity of 90%. Current data indicates that off-street parking and railroad station parking has a surplus of parking spaces in all locations except for publicly available spaces in Old Greenwich and publicly available spaces at the Riverside railroad station. Old Greenwich possesses a 95% occupancy rate and has a deficit of 4 spaces and Riverside possesses a 97% occupancy rate and a deficit of 2 spaces.

15 Town of Greenwich, CT 2002 Parking Supply / Study 10 On-Street Parking Like off-street and railroad station parking, on-street parking spaces managed by the Town were inventoried and surveyed in Greenwich, Old Greenwich, and Byram to determine their locations, restrictions, and peak weekday utilization. Typically, on-street parking is provided to expand upon the supply of spaces available to the general public and to serve those patrons who require shorter stays and easier accessibility to locations. These spaces are intended to serve patrons of shops and restaurants. The duration that a vehicle is allowed to remain parked is controlled through the use of parking meters in combination with parking enforcement. On-Street Parking Inventory Table 5 shows the surveyed number of on-street spaces of all locations. In Greenwich, all on-street parking spaces are metered and the majority has a 2 hour time restriction. In Old Greenwich and Byram there are no meters. However, in Old Greenwich all on-street spaces have an hour time limit as is the case in Byram except for 17 spaces that have a half-hour time limit. Table 5 - Supply of On-Street Parking Greenwich: Inventory On-Street 890 Old Greenwich: Inventory On-Street 107 Byram: Inventory On-Street 60

16 Town of Greenwich, CT 2002 Parking Supply / Study 11 Period On-Street Utilization Table 6 presents a summary of peak period utilization of on-street spaces for each location. Greenwich has an 87% occupancy rate with 27 of the 890 spaces vacant, Old Greenwich had an 84% occupancy rate with 6 of the 107 spaces vacant, and Byram had a 42% occupancy rate with 29 of the 50 spaces vacant. Table 6 - Summary of On-Street Period Utilization (Surplus or Deficit) Greenwich: Parking Supply Operational Capacity (90%) Occupancy % Surplus/ Deficit On-Street % 27 Old Greenwich: Parking Supply Operational Capacity (90%) Occupancy % Surplus/ Deficit On-Street % 6 Byram: Parking Supply Operational Capacity (90%) Occupancy % Surplus/ Deficit On-Street % 29 Parking Adjustments There is no certainty that the parking occupancy counts taken on the survey day are indicative of a typical busy day. In fact, the survey day in June was hot and humid and characterized by Town representatives as an unusually light day. It was initially thought that parking meter statistics could be used to model a typical busy day, however, the parking meter statistics were found to be unreliable because of a $24,000 outstanding meter bag payment during the month of October and because many months had income reported by week which overlapped previous or subsequent months. This significantly skewed the parking meter income statistics and required to model parking demand by contrasting the survey day statistics taken on June 27, 2002 to November 20, 2002 on-site observations of parking occupancy. By contrasting activity levels on the aforementioned dates, found that parking demand on the on the June 27, 2002 survey day was 13.4% lower than a typical busy day we observed on November 20, Consequently, the June occupancy figures must be raised by 13.4% and contrasted to the adjusted parking supply. The calculations used to

17 Town of Greenwich, CT 2002 Parking Supply / Study 12 adjust the parking demand are based on Greenwich s on-street occupancy and presented in Table 7. Table 7 Parking Adjustments Actual Spaces Capacity Adjustments Practical Spaces Name of Street Location June Occupancy November Occupancy Greenwich Ave. W. between Putnum & Lewis Greenwich Greenwich Ave. W. between Lewis & Elm Greenwich Greenwich Ave. W. between Elm & Arch Greenwich Greenwich Ave. W. between Arch & Gribbs Greenwich Greenwich Ave. W. between Gribbs & Bruce Park Greenwich Greenwich Ave. E. between Bruce Park & Fawcett Greenwich Greenwich Ave. E. between Fawcett & Havemeyer Greenwich Greenwich Ave.E. between Havemeyer & Bruce Greenwich Greenwich Ave. E. between Bruce & Elm Greenwich Greenwich Ave. E. between Elm & Lewis Greenwich Greenwich Ave. E. between Lewis & Amogerone Greenwich Greewnwich Ave. E. between Amogerone & Putnam Greenwich Amogerone N. between Greenwich & Mason Greenwich Amogerone S. between Greenwich & Mason Greenwich Lewis N. between Greenwich & Mason Greenwich Lewis S. between Greenwich & Mason Greenwich Elm N. between Greenwich & Mason Greenwich Bruce N. between Greenwich & Mason Greenwich Havemeyer N. between Greenwich & Mason Greenwich Havemeyer S. between Greenwich & Mason Greenwich Fawcett N. between Greenwich & Mason Greenwich Fawcett S. between Greenwich & Mason Greenwich Elm N. between Greenwich & Field Point Greenwich Lewis S. between Greenwich & Benedict Greenwich Lewis N. between Greenwich & Benedict Greenwich Benedict E. between Putnam & Lewis Greenwich Benedict E. between Lewis & Elm Greenwich Putnam N. infront of library Greenwich Putnam N. between Library & Lafayette Ct. Greenwich Putnam N. between Lafayette Ct. & Pl. Greenwich Putnam N. between Lafayette Pl. & Mason Greenwich Putnam S. between Benedict & Greenwich Greenwich Putnam S. between Greenwich & Mason Greenwich Mason W. between Putnam & Amogerone Greenwich Mason W. between Amogerone & Lewis Greenwich Mason W. between Lewis & Elm Greenwich Mason W. between Elm & Bruce Greenwich Mason W. between Havemeyer & Fawcett Greenwich Mason W. between Fawcett & Bruce Park Greenwich Bruce Park N. between Mason & Greenwich Greenwich Bruce Park N. between Greenwich & Arch Greenwich Railroad N. between Arch & Field Point Greenwich Railroad S. between Field Point & Arch Greenwich Bruce Park S. between Arch & Greenwich Greenwich Bruce Park S. between Greenwich & David Greenwich Mason E. between Bruce Park & Fawcett Greenwich Mason E. between Fawcett & Havemeyer Greenwich Mason E. between Havemeyer & Elm Greenwich Milbank W. between Fawcett & Havemeyer Greenwich Milbank E. between Fawcett & Havemeyer Greenwich Havemeyer S. between Mason & Milbank Greenwich Havemeyer N. between Mason & Milbank Greenwich Elm N. between Mason & Milbank Greenwich Lewis S. between Mason & Milbank Greenwich Lewis N. between Mason & Milbank Greenwich Total Percent Occupancy w/ Adjustment 98.75% % Adjustment 12.4% Add 1% to account for vehicles circling to seek a parking space 1% Total Parking Adjustment 13.4% Using the 13.4% adjustment, in Tables 8a-c, 9a-c, 10a-d, parking demand was adjusted upward to reflect a typical busy day. Overall, the demand adjustment elevated the percent of on-street parking occupancy in Greenwich from 791 vehicles to 897 vehicles and showed 112% occupancy. This translates into an on-street deficit of 96 ( )

18 Town of Greenwich, CT 2002 Parking Supply / Study 13 parking spaces in downtown Greenwich - (Table 8a). In Old Greenwich the on-street parking demand adjustment elevated occupancy from 90 to 102 vehicles and showed 106% occupancy. This translates into 6 space (96-102) parking deficit for the downtown Old Greenwich area - (Table 8b). The demand adjustment in Byram changed on-street parking occupancy from 25 to 28 vehicles and showed 53% occupancy. Byram would then have a surplus of 26 (54-28) parking spaces - (Table 8c). Table 8a Greenwich On-Street Adjusted Parking Actual Spaces Capacity Adjustments Practical Spaces Name of Street Location Occupancy Adjust % Adjustment Greenwich Ave. W. between Putnum & Lewis Greenwich % Greenwich Ave. W. between Lewis & Elm Greenwich % Greenwich Ave. W. between Elm & Arch Greenwich % Greenwich Ave. W. between Arch & Gribbs Greenwich % Greenwich Ave. W. between Gribbs & Bruce Park Greenwich % Greenwich Ave. E. between Bruce Park & Fawcett Greenwich % Greenwich Ave. E. between Fawcett & Havemeyer Greenwich % Greenwich Ave.E. between Havemeyer & Bruce Greenwich % Greenwich Ave. E. between Bruce & Elm Greenwich % Greenwich Ave. E. between Elm & Lewis Greenwich % Greenwich Ave. E. between Lewis & Amogerone Greenwich % Greewnwich Ave. E. between Amogerone & Putnam Greenwich % Amogerone N. between Greenwich & Mason Greenwich % Amogerone S. between Greenwich & Mason Greenwich % Lewis N. between Greenwich & Mason Greenwich % Lewis S. between Greenwich & Mason Greenwich % Elm N. between Greenwich & Mason Greenwich % Bruce N. between Greenwich & Mason Greenwich % Havemeyer N. between Greenwich & Mason Greenwich % Havemeyer S. between Greenwich & Mason Greenwich % Fawcett N. between Greenwich & Mason Greenwich % Fawcett S. between Greenwich & Mason Greenwich % Elm N. between Greenwich & Field Point Greenwich % Lewis S. between Greenwich & Benedict Greenwich % Lewis N. between Greenwich & Benedict Greenwich % Benedict E. between Putnam & Lewis Greenwich % Benedict E. between Lewis & Elm Greenwich % Putnam N. infront of library Greenwich % Putnam N. between Library & Lafayette Ct. Greenwich % Putnam N. between Lafayette Ct. & Pl. Greenwich % Putnam N. between Lafayette Pl. & Mason Greenwich % Putnam S. between Benedict & Greenwich Greenwich % Putnam S. between Greenwich & Mason Greenwich % Mason W. between Putnam & Amogerone Greenwich % Mason W. between Amogerone & Lewis Greenwich % Mason W. between Lewis & Elm Greenwich % Mason W. between Elm & Bruce Greenwich % Mason W. between Havemeyer & Fawcett Greenwich % Mason W. between Fawcett & Bruce Park Greenwich % Bruce Park N. between Mason & Greenwich Greenwich % Bruce Park N. between Greenwich & Arch Greenwich % Railroad N. between Arch & Field Point Greenwich % Railroad S. between Field Point & Arch Greenwich % Bruce Park S. between Arch & Greenwich Greenwich % Bruce Park S. between Greenwich & David Greenwich % Mason E. between Bruce Park & Fawcett Greenwich % Mason E. between Fawcett & Havemeyer Greenwich % Mason E. between Havemeyer & Elm Greenwich % Milbank W. between Fawcett & Havemeyer Greenwich % Milbank E. between Fawcett & Havemeyer Greenwich % Havemeyer S. between Mason & Milbank Greenwich % Havemeyer N. between Mason & Milbank Greenwich % Elm N. between Mason & Milbank Greenwich % Lewis S. between Mason & Milbank Greenwich % Lewis N. between Mason & Milbank Greenwich % 18 Total Percent Occupancy w/ Adjustment 99% 112%

19 Town of Greenwich, CT 2002 Parking Supply / Study 14 Table 8b Old Greenwich On-Street Adjusted Parking Actual Spaces Capacity Adjustments Practical Spaces Name of Street Location Occupancy Adjust % Adjustment Soundbeach Road North Old Greenwich % Soundbeach Road South Old Greenwich % Arcadia Av. West Old Greenwich % Arcadia Av. East Old Greenwich % 9 Total Percent Occupancy w/ Adjustment 93% 106% Table 8c Byram On-Street Adjusted Parking Actual Spaces Capacity Adjustments Practical Spaces Name of Street Location Occupancy Adjust % Adjustment Water Street East Byram % Water Street West Byram % Mill Street North Byram % Mill Street South Byram % Mead Street East Byram % Mead Street West Byram % 2 Total Percent Occupancy w/ Adjustment 46% 53% Just as on-street, adjustments were calculated to reflect the off-street parking demand, (Table 9a, 9b, and 9c) the demand adjustment elevated the percent of off-street parking occupancy in Greenwich from 1,380 vehicles to 1,565 vehicles that would be present and showed 109% occupancy. This translates into a 134 space (1,565-1,431) off-street parking deficit for Greenwich lots. In Old Greenwich the off-street parking occupancy went from 85 to 96 vehicles and showed 103% occupancy. This translates into a deficit of 2 (94-96) parking spaces for Old Greenwich. In Byram off-street parking occupancy went from 105 to 119 vehicles and showed 97% occupancy. Byram would then have surplus of 4 parking spaces ( ) in the off-street parking lots.

20 Town of Greenwich, CT 2002 Parking Supply / Study 15 Table 9a Greenwich Off-Street Adjusted Parking Actual Spaces Capacity Adjustments Practical Spaces Name of Lot Location Occupancy Adjust % Adjustment Arch Street/Sound View Drive - 2 Hr. Greenwich % Arch Street/Sound View Drive - 9 Hr. Greenwich % Benedict Place/Lewis Street North - 2 Hr. Greenwich % Benedict Place/Lewis Street North - 12 Hr. Greenwich % Benedict Place/Lewis Street South - 2 Hr. Greenwich % Benedict Place/Lewis Street South - 12 Hr. Greenwich % Bruce Place/East Elm Street - 2 Hr. Greenwich % Bruce Place/East Elm Street - 12 Hr. Greenwich % Grigg Street - 2 Hr. Greenwich % Grigg Street - 12 Hr. Greenwich % Havemeyer Building North - 2 Hr. Greenwich % Havemeyer Building North - 12 Hr. Greenwich % Havemeyer Building South Greenwich % Amogerone Crossway/Lewis Street - 2 Hr. Greenwich % Amogerone Crossway/Lewis Street - 12 Hr. Greenwich % Lewis Street/East Elm Street - 2 Hr. Greenwich % Lewis Street/East Elm Street - 12 Hr. Greenwich % Mason Street/Milbank Avenue - 12 Hr. Greenwich % Town Hall Parking Deck - 2 Hr. Greenwich % Town Hall Parking Deck - 12 Hr. Greenwich % Lafayette - 12 Hr. Greenwich % Town Hall Employee Greenwich % 232 Total 1,590 1,431 1,380 1,565 Percent Occupancy w/ Adjustment 96% 109% Table 9b Old Greenwich Off-Street Adjusted Parking Actual Capacity Spaces Adjustments Practical Spaces Name of Lot Location Occupancy Adjust % Adjustment West End Avenue - 2 Hr. Old Greenwich % West End Avenue - Permit Old Greenwich % Arcadia Road - 2 Hr. Old Greenwich % 29 Total Percent Occupancy w/ Adjustment 91% 103% Table 9c Byram Off-Street Adjusted Parking Actual Spaces Capacity Adjustments Practical Spaces Name of Lot Location Occupancy Adjust % Adjustment North Water Street/Henry Street - 8 Hr. Byram % North Water Street/Henry Street - 2 Hr. Byram % William Street - 8 Hr. Byram % William Street - 2 Hr. Byram % Water Street - 8 Hr. Byram % Fire Department Byram % 12 Total Percent Occupancy w/ Adjustment 85% 97% After the demand adjustment was applied, only Byram did not experience an on and offstreet parking deficit. All other facilities were over practical capacity, yet none exhibited occupancy over actual capacity. adjustments were also applied to railroad station lots in Greenwich, Old Greenwich, Riverside, and Cos Cob. This adjustment elevated the percent of parking occupancy in Greenwich railroad station lot from 1,054 to 1,195 vehicles that would be

21 Town of Greenwich, CT 2002 Parking Supply / Study 16 present and showed 103% occupancy. This translates into a 38 (1,157-1,195) space deficit at the Greenwich railroad station. In Old Greenwich railroad station occupancy went from 476 to 540 vehicles and showed 101% occupancy. This translates into a deficit of 5 ( ) parking spaces for Old Greenwich railroad station. The demand adjustment for Riverside railroad station parking occupancy went from 274 vehicles to 311 that would be present and showed 108% occupancy. This translates into a 24 ( ) space deficit of parking spaces in the Riverside railroad station lot. When the Cos Cob railroad station lot was evaluated by the demand adjustment, occupancy went from 469 to 532 vehicles showing 102% occupancy. This translates into a 10 ( ) space deficit at the Cos Cob railroad station lot. Table 10a Greenwich Railroad Station Adjusted Parking Actual Capacity Practical Spaces Adjustments Spaces Name of Railroad Lot Location Occupancy Adjust % Adjustment Greenwich Plaza - Permit Greenwich % Horseneck Lane Lot - Permit Greenwich % Horseneck Lane Lot - Day Greenwich % 88 Island Beach - June (second Sat.)-Sept. 15th Greenwich Free Parking for Island Beach Ferry Greenwich % Permit Greenwich % Meter Greenwich % Steamboat Road - Meter Greenwich % Museum Drive - Meter Greenwich % 10 Total Percent Occupancy w/ Adjustment 91% 103% Table 10b Old Greenwich Railroad Station Adjusted Parking Actual Capacity Practical Spaces Adjustments Spaces Name of Railroad Lot Location Occupancy Adjust % Adjustment North Side - Permit Old Greenwich % North Side - Day Old Greenwich % South Side - Permit Old Greenwich % Arcadia Road - Permit Old Greenwich % Arcadia Raod - Day Old Greenwich % Iron Horse Lane - Permit Old Greenwich % 29 Total Percent Occupancy w/ Adjustment 89% 101% Table 10c Riverside Railroad Station Adjusted Parking Actual Capacity Practical Spaces Adjustments Spaces Name of Railroad Lot Location Occupancy Adjust % Adjustment North Side - Permit Riverside % South Side - Permit Riverside % South Side - Day Riverside % Carona Drive - Permit Riverside % 20 Total Percent Occupancy w/ Adjustment 95% 108%

22 Town of Greenwich, CT 2002 Parking Supply / Study 17 Table 10d Cos Cob Railroad Station Adjusted Parking Actual Capacity Practical Spaces Adjustments Spaces Name of Railroad Lot Location Occupancy Adjust % Adjustment North Side - Permit Cos Cob % South Side - Permit Cos Cob % Strickland Road - Permit Cos Cob % Loughlin Avenue - Permit Cos Cob % Marina - Day Cos Cob % 37 Total Percent Occupancy w/ Adjustment 90% 102%

23 Town of Greenwich, CT 2002 Parking Supply / Study 18 Parking Summary One of S primary findings was that the day that parking occupancy counts were conducted (Thursday, June 27, 2002) was not a typical busy day. Since successful parking systems are designed for a typical busy day, the number of vehicles observed in June required adjustment to meet that criteria. If one were to graph what was observed on the June survey day it would look like Chart 1. Based on raw data from the survey day the chart shows that Greenwich has an unadjusted surplus of 326 parking spaces within the Greenwich Study Area. Chart 1 Survey Day Findings in Greenwich Greenwich Unadjusted Parking Supply/ Supply/ ,480 2,154 1,590 1, On Street Off-Street Totals Actual Supply Unadjusted Surplus/ Deficit After reviewing parking activity on November 20, 2002, it became apparent that the survey day surplus was inconsistent with the concept of a typical busy day, previous observations, and unlike conditions described by those we interviewed. Our observations on November 20, 2002 portray a more accurate picture of typical parking demand. Once the adjustments were applied, a parking deficit of 230 parking spaces was revealed and appears in Chart 2. The results became consistent with November 20, 2002 observations, previous observations, and comments rendered by those we interviewed.

24 Town of Greenwich, CT 2002 Parking Supply / Study 19 Chart 2 Adjusted Greenwich Parking Supply and Supply/ Greenwich Adjusted Parking Supply/ 897 1,565 1,431 2,462 2,232 On Street -96 Off-Street Totals Practical Supply Adjusted Surplus/ Deficit Exhibit 4, Graphic Depiction of Parking Intensity shows the locations of the on and off-street parking deficits and surpluses and is based on the contents of Tables 8a and 9a. The graphic is intended to be conceptual in nature and therefore not in scale.

25 Town of Greenwich, CT 2002 Parking Supply / Study 20 Exhibit 4 Graphic Depiction of Parking Intensity TOWN OF GREENWICH CENTRAL PARKING DISTRICT

26 Town of Greenwich, CT 2002 Parking Supply / Study 21 Future Parking The Town of Greenwich Planning and Zoning Department (P&Z) provided with its Downtown Build-Out Study and useful analysis and commentary on our DRAFT findings. The DRAFT analysis noted that the Downtown Build-Out Study provided growth projections in Gross Floor Area (GFA). Since the Town does not have stratified land use data by user type, i.e., office development, residential development and retail development, could not apply parking demand ratios that are customarily used for calculating future parking demand that are based on the Urban Land Institute s Shared Parking Model. Consequently, assumed that future growth in GFA would mirror current land uses and increased parking demand for partial and full buildout by the percentage increase in GFA. As noted by P&Z representatives, the DRAFT report did not consider the fact that there are multiple business zones within the study area with differing parking requirements. According to the P&Z Study, there is currently 3,461,747 square feet of exiting GFA in downtown Greenwich (The Study Area). estimates that the current GFA is served by 2,232 practical public parking spaces with a current parking demand for 2,462 parking spaces, yielding a combined on and off-street parking deficit of 230 parking spaces. This does not include any private parking spaces on individual lots or within the downtown private garages. There are four business zones within the Study Area. They are as follows: The Central Greenwich Business zone (Mason Street and other small areas) The General Business zone (located along West Putnam Avenue) The General Business Office zone The Central Greenwich Business Retail zone According to P&Z representatives, per Zoning Regulations these zones would require property owners to provide their own on-site parking spaces for any future development (with certain exceptions in the Central Greenwich Business Retail zone). Therefore, the Town of Greenwich would not be responsible for provision of publicly owned parking spaces for development in these zones. The only zone that is not required to provide onsite parking is the Central Greenwich Business Retail zone in situations where there is a front and rear building line with less than 15,000 GFA on-site. P&Z representatives estimate that a total of 327,107 GFA currently exists in the Central Greenwich Business Retail zone and that an additional 155,751 GFA can be further developed. This presents the opportunity for a total build-out of 482,858 GFA within this

27 Town of Greenwich, CT 2002 Parking Supply / Study 22 zone. With 3,461,747 GFA currently located within the Study Area, the additional 155,751 GFA represents an increase of 4.5% in GFA. The agreed upon scope of services stated that would obtain projected future land use data from the Town or from existing studies. Since that information is not available (stratified land use data by user type, i.e., office development, residential development and retail development), is not able to prognosticate future parking demand in a traditional manner as was initially contemplated. It is however logical to believe that increased GFA associated with future development will require some number of parking spaces that is greater than current conditions. Based on our experience, yet tempered by the absence of traditional data to calculate future parking demand, we can state that it is plausible to believe that the 4.5% increase in GFA would increase parking demand. Based on that premise, when the current parking demand for 2,462 parking spaces is multiplied by 4.5% (4.5% x 2,462=111) an additional demand for 111 parking spaces emerges. Therefore, a total of 2,573 parking spaces may be required to satisfy future parking demand. This is 111 (2,573-2,462=111) parking spaces greater than current parking demand. In summary, despite the fact that parking outside the CGBR Zone is the responsibility of the owners of commercial property, not responsibility of the Town, estimates that 230 parking spaces are required to satisfy current parking demand within the study area, and logically, an additional 111 parking spaces are required to satisfy future parking demand, totaling 341 ( =341) parking spaces to accommodate current conditions and future build-out. Parking Commentary During the Supply/ Analysis we studied Greenwich, Old Greenwich and Byram. Our modeling of parking demand indicated numerous parking deficits in most areas studied, however some areas were more severe than others. Byram s on-street parking spaces had a 26 space surplus with 53% occupancy, while off-street parking occupancy had a 4 space surplus with 97% occupancy. Overall, it is estimated that Byram has a combined on and off-street surplus of 32 parking spaces. In Old Greenwich on-street parking had a deficit of 6 parking spaces with 106% occupancy, while off-street parking occupancy had a deficit of 2 parking spaces with 103% occupancy. Overall, it is estimated that Old Greenwich has a combined on and off-street deficit of 8 parking spaces. Byram - Absent a deficit, it can be generally stated that Byram has sufficient parking supply. Because Byram is a relatively small subset of the overall municipal jurisdiction, there may be some rare occasions when parking supply may be considered inadequate.

28 Town of Greenwich, CT 2002 Parking Supply / Study 23 And because human nature is what it is, all available parking supply may not be located where it is ideally desired. No expansion of the current parking supply is recommended. Old Greenwich - Old Greenwich has a combined on and off-street deficit of 8 parking spaces. The combined on and off-street parking supply is 211 parking spaces while our parking demand projections indicated that the adjusted parking demand is 198 parking spaces. Although the actual number of parking spaces is sufficient to accommodate parking demand, because the practical capacity is modestly eroded, people will perceive inadequate parking supply a few times per year for brief periods of the day. In the ideal world, 8 more parking spaces should be provided to abate this situation. However because the existing parking supply is so close to being adequate, and the perceived inadequacy in parking supply would be so brief, no expansion of the current parking supply is recommended. Railroad Station Lots After modeling parking demand, railroad station lots in Greenwich, Old Greenwich, Riverside, and Cos Cob each exhibited a parking deficit. The Greenwich railroad station lot had a 38 space deficit with 103% occupancy. The Old Greenwich railroad station lot had a deficit of 5 parking spaces with 101% occupancy. The Riverside railroad station parking lot had a 24 space deficit with 108% occupancy and the Cos Cob railroad station lot had a 10 space deficit with 102% occupancy. Even after modeling parking demand, none of the railroad station lots exceeded actual capacity. Unlike downtown parking facilities, commuter parking facilities can better ignore practical capacity adjustments. That is not to say that there are and will be days when some or all railroad parking facilities completely fill, it is an issue of transportation demand management. If additional parking supply would be provided at any or all of the railroad lots, demand would increase and most likely emanate from other surrounding communities. Ideally, other strategies should be explored such as park-and-ride from outlying shuttle bus lots. It is recommended that no expansion of the current railroad lot parking supply should occur at this time. It is also recommended that the alternate strategies should be explored. Greenwich - On-street parking occupancy had a deficit of 96 parking spaces with 112% occupancy. Off-street parking occupancy had a deficit of 134 spaces with 109% occupancy. Unlike Byram, and Old Greenwich which have relatively few total parking spaces and enjoy adequate or near adequate parking supply, Greenwich s 230 parking space deficit in the densely retail Study Area consisting of 2,480 parking spaces represents a significant impediment to the economic vitality of the downtown. Expansion of the parking supply is highly recommended by adding a minimum of 230 net parking spaces to the parking system to satisfy current conditions, and additional parking spaces to satisfy some portion of future parking demand resulting from build-out as required by Zoning Regulations.

29 Town of Greenwich, CT 2002 Parking Supply / Study 24 The Next Step The primary next step is to communicate the magnitude of the Town s parking deficit to the appropriate planning and fiduciary bodies to acquaint them with the magnitude of the problem. This action should be followed by a professional analysis of potential locations and costs associated with the provision of additional parking supply. The analysis should include determining to what degree the Town wishes to satisfy current and projected future parking demand, and take into account any potential changes in land uses that may occur within or adjacent to the high demand areas. Once the costs and location(s) of providing additional parking supply are identified, it is recommended that this information should be presented to the appropriate bodies for their information and action. The final strategy would be to authorize and fund a plan to abate the parking deficit.