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From YouTube: OCT 12, 2021 | Downtown Parking Board Special Meeting
Description
Downtown Parking Board Special Meeting of October 12, 2021
This public meeting will be conducted via Zoom Webinar. For information on public participation via Zoom, please refer to the linked meeting agenda below.
Agenda https://www.sanjoseca.gov/home/showpublisheddocument/78187
B
B
B
A
C
C
B
D
D
And
then
wilson's
going
to
do
the
heavy
lifting
on
explaining
proposed
changes
to
the
street
network
preliminary
proposed
changes
and
then,
as
I
said,
I'm
going
to
spend
a
little
time
on
talking
about
some
of
the
big
moves
that
we
are
contemplating
as
part
of
the
plan..
There
are
not
things
we
are
implementing
in
the
plan,
but
we're
sort
of
planting
seeds
and
seeing
what
kind
of
kind
of
reactions.
so.
D
Just,
you
know,
some
framing
comments..
You
all
know
how
how
much
development
is
going
on
in
the
downtown
core.
a
lot
of
private
investment
in
buildings
like
this,
which
is
this
is
now
built
actually
across
from
city
hall,
as
well
as
significant
investments
in
public
transportation.,
bart
deardon
station
and
others..
So
really
with
the
downtown
plan
we
want
to.
We
want
to
leverage
all
of
that
and
really
create
the
downtown
we
want
by
focusing
on.
D
D
D
D
Efficient
and
comfortable
travel
for
people
of
all
ages
and
abilities
or
connecting
people
to
where
they
want
to
go..
So
in
terms
of
transit,,
we've
heard
a
lot
about
the
need
for
people
saying
if
you
want
me
to
ride
transit,
if
it's
going
to
need
to
be
more
competitive,,
more
travel
time,
competitive,
a
lot
of
comments
about
light
rail
there,
in
particular,
in
terms
of
santa
clara
city,
we
heard
a
lot
of
people.
Many
people
say,
you
know,
kind
of
cursory,
isn't
really
the
the
iconic
sort
of.
D
D
D
D
D
D
D
Transit
vehicles
get
delayed,
and,
I
think,
really
key
emotional
dove
into
this
more,
but
currently
we
have
a
lot
of
people
coming
into
downtown
from
places
elsewhere,
and
that
represents
a
huge
cherif
trip
in
the
future.
With
all
this
development
we're
seeing,
we
are
really
trying
to
grow
the
share
of
internal
trips
to
downtown
trips
that
are
shorter
and
that
can
more
reasonably
be
taken
by
modes
other
than
the
car..
So
in.
D
D
D
E
Have
to
share
the
road
with
the
cars.,
so
that's
one
issue
of
what's
happening
in
downtown
and
in
san
fernando
essentially
is
no
longer
a
bike
path
and
either
is
santa
clara,
and
so
that
really
needs
to
change,
and
both
those
streets
should
be
bike
paths
and
neither
of
them
are..
So
tesa
excuse
me..
So.
B
D
F
F
As
well
as
san
jose
state
university
and
in
those
presentations,
we
have
shared
a
lot
of
data
analysis
behind
the
summaries
that
eric
just
fabulous
fabulously
put
together..
And
so,
if
you
don't
mind,,
I
can
spend
the
next
chunk
of
time
kind
of
sharing
the
data
behind
our
summary.
To
give
you
a
better
sense-
and
I.
F
F
F
F
F
Provide
more
options
to
people
so
that
people
don't
necessarily
need
to
ride
in
a
vehicle
or
drive
what
just
like
one
or
two
blocks
away,
and
obviously
a
lot
of
considerations
that
people
make
in
their
decision
making
most
likely
is.
Safety..
We
have
heard
from
this
survey
that
a
lot
of
people
consider
to
drive
today
even
for
a
long
distance,
because
they
don't
feel
safe,
biking,
walking
or
taking
transit
around
downtown.
So.
F
F
F
F
Rail
vehicle.
so
you're
talking
about
a
comparison
of
fifty
minutes
for
trips
that
is
biased
or
next
from
the
downtown
core
in
a
vehicle
versus
taking
as
many
as
seventy
nine
minutes.
For
anyone
who
tries
to
try
to
enter
or
leave
the
downtown
core
in
a
bus
or
light
rail
vehicle
and
and
that
comparison
is
just
distributed
among
among
the.
F
F
Will
still
see
a
lot
of
vehicles
getting
in
and
out
and
out
of
downtown,
and
so
we
know
that
we
don't
have
a
transportation
system
that
can
accommodate
two
times
the
amount
of
vehicles
in
the
downtown
area..
So
the
only
solution
that
we
can
think
about
accommodating
the
growth
and
also
supporting
the
existing
travel
needs
is
to
create
a
more
balanced
system
so
that
roughly
50
percent
of.
F
F
B
F
B
Here
from
that
area.,
the
car
will
take
you
depending
right,
a
half
hour
or
whatever
it
is.
The
bus
could
take
you
four
times
that
amount
of
time.
right.
the
train.
If
you
don't
catch,
the
6:00
a.m.
train,
then
you're
on
a
local
again
it'll
take
you
four
times
the
amount
of
the
car,
and
so
it
goes
back
to
an.
C
Exactly
the
kind
of
findings
that
we're
also
coming
to
charlie
right.,
which
is
perhaps
not
rocket,
science.
right.,
but
something
that
we
see
not
only
in
people's
lived
experiences
but
also
showing
up
in
the
data.
and
just
to
to
clarify
that
data
from
twenty
eighteen
wilson
was
just
showing
you.
You
don't
need
to
go
back
to
it..
C
Then,
when
we
add
in
our
land
use
changes
for
20
40,
we
look
at
you,
use
our
our
transportation
travel
demand
model
to
say:
ok
with
these
new
uses
throughout
the
bay
area,,
how
are
people
going
to
travel
differently,
given
the
new
land
uses
and
the
new
transportation
options??
So
that's
that's
the
basis,
we're
not
constraining
it
to
any
specific
to
and
from
I.
G
Really
here
is
with
all
the
investment
and
what
we
want
to
do,.
We
need
to
get
people
out
of
their
car
and
into
public
transportation,
and
I
see
that
that
is
a
total
different
subject,
but
it
also
difficult
because
people
use
their
convenience
like
charlie
was
saying,
you
know,.
If
it
takes
four
times
as
long
to
take
public
transportation,,
I
will
take
the
car
no
matter
infrastructure
for
public
transportation.
Is
there
or
not.
G
A
Adding
to
a
little
bit
of
the
work,
that's
going
on
in
the
city
and
ramsey's
by
the
way,
division,
manager,
planning
policy
and
sustainability
in
dot,
and
you
know,
we're
looking
across
the
city
about
how
to
do
exactly
what
you
guys
are
talking
about,
because
we
totally
see
that
transit
is
slow,
is
not,,
you
know,
kind
of
being
competitive
and
just
like
anybody
else,
you're
going
to
take
the
thing,
that's
most
efficient
for
your
life.,
and
so
how
do
we
do
that??
So
we
are
looking
across
the
city
at
a
transit.
A
We're
looking
at
bus
lanes
going
down
santa
clara
and
other
places
like
monterrey
to
speak,
to
charlie.
you're,
your
concern
of
kind
of
going
north
south
and
all
that
kind
of
stuff.,
so
we're
just
looking
at
all
of
these
different
ways
to
improve
transit
because,
while
transit
is
run
by
transit,
runs
on
our
streets.
A
So
we
create
the
environment
for
their
success
and
so
we're
trying
to
look
at
how
do
we
as
a
city
take
on
that
responsibility
in
a
very
clear
and
direct
way
and
we'll
be
bringing
that
policy
along
with
our
citywide
transportation
plan,
called
the
access
and
mobility
plan
up
to
council
early
next
year.?
So
something
else
to
watch
for
those
interested
in
that.
F
Transportation
options
more
available
or
more
convenient
for
the
residents
and
workers
in
downtown
have
been
the
primary
subjects
of
this
downtown
plan.,
and
so
what
we
are
trying
to
share
in
the
next
few
slides
is
some
initial
considerations
that
are
derived
out
of
the
analysis
that
we
just
shared.
and
to
that
point,
you
know,.
How
can
we
make
the
multimodal
system
more
stand?
F
F
F
F
Noting
that
there's
a
dotted
line
over
here
on
34th
street
and
mockus
street
and
those
are
the
streets
that
we
are
thinking
about,
perhaps
being
closed
for
interim
festival
purposes.
So
they
may
still
be
open
during
those
time
of
the
day
but
doing
event
doing
any
like
festivals
and
weekends,
like
those
are
the
streets
that
could
be
prime
class
activities,
and
so
we
can
potentially
consider
to
close
those
people,
those
streets,
two
vehicles
and
then
preserve
the
space
for
four
active
beads.
for
example,.
F
F
More
time
competitive,
we
need
to
think
about
how
to
design
streets
to
support
the
operations
of
these
transit
vehicles,
to
make
them
travel,
faster.
and-
and
so
these
are
the
that,
the
transit,
what
we
call
the
grand
boulevard
or
transit
priority
streets
that
look
at
improvements
such
as
for
example,,
you
may
have
heard
about
a
dedicated
bus
lanes
being
considered
a
street
or
something
like
that
be
done
or
considered
on
other
streets
as
well
to
support
the
transit
network.
Overall.
This
is
the.
F
F
Pedestrian
network
to
call
out
some
streets
that
we
think
should
provide
a
lot
of
placemaking
and
wayfinding
amenities
to
support..
We
encourage
people
walking
to
go
into
and
around
downtown,
so
the
streets
are,
as
you
saw
from
the
last
light,
the
transit
corridors..
So
those
are
the
streets
that
we
really
want
to
improve
pedestrian
access
to
those
stations.
We
also
see
know
blue
lines
and
in
fakher
colors.
F
Our
thicker
lines
are
better
represent,
a
straight
step
would
be
primed
for
pedestrian
activities,
and
it
will
be
great
to
provide
a
lot
of
streetscapes
placemaking
elements
like
pocalypse,
a
lot
of
wayfinding
to
support
the
activation
of
those
streets
again.
The
streets
in
sayan
colors
are
our
streets
that
are.
F
F
F
F
F
F
Is
what
we
call
the
topology,
which
is
a
policy
framework
developed
out
of
the
general
plan,
to
provide
that
prioritization
of
the
streets
by
mode?
And
we
are
considering
to
propose
something
like
that
in
a
downtown
plan,
and
we
would
like
to
share
some
of
these
slides
with
these
maps
in
our
upcoming
online
auction.
House..
We
expect
to
launch
is
open
house
in
the
next
few
weeks
and
we
would
invite
all
of
you
and
your.
A
B
D
D
Should
be
considered
to
respond
to
some
of
the
bigger
community
concerns
that
we've
heard.
so
things
that
we
think
you
know,
it's
not
going
to
be
just
a
matter
of
restricting
a
lane
or
moving
a
curb..
We
should
be
thinking
about
potential
big
customer,
and
we
also
don't
take
that
lightly..
So
we
recognize
that
first,
we
are
already
doing.
D
D
There
are
some
big
issues
that
we've
heard
about
from
the
community
that
we
think
require
a
closer
and
also
some
some
big
thinking
potentially..
So
I
mentioned
at
the
beginning.
We
heard
a
lot
people
saying
yes
of
you
know,,
we
all
know
what's
our
main
boulevard,
but
it's
it's
a
little
bit
unsatisfying
in
some
regards,
whether
it's
in
terms
of
the
pedestrian
activity,,
the
vibrancy
of
commercial,
commercial,
storefronts.,
I'm
from
you
know,,
it's
an
attractive
street
like
this
picture
shows,
but
it
also
shows,.
You
know,,
not
many
people
on
the
street,
so
I'm.
D
The
santa
clara
street
of
the
nineteen
thirties.
right.,
which
was
in
some
ways,
perhaps
what
what
we
think
we'd
like
santa
clara
to
be
more
of
today..
So
it's
you
know,,
certainly
a
transportation
corridor..
It
needs
to
be
that
it
is
that,
but
it's
also
the
city's
main
address,
where
we
have
lots
of
social
and
economic
interaction,
people
going
to
businesses
living..
So
here
are.
D
D
Think,
you
know,
doubling
down
on
high
capacity
transit,
is
a
key
thing.
In
particular,
there's
there's
an
interest
in
making
bus
transit
work
better..
So
that's
something
we
are.
We
are
thinking
about
and
going
to
call
for
in
the
plan
as
a
public
service
study
as
well
as
we're
calling
it
so
but
lanes.
D
D
D
You
get
to
julian
street
and
it
gets
pretty
choppy..
You
don't
know
where
the
trail
goes..
You
know
you
have
to
cross
julian
lots
of
traffic..
So
as
this
area
intensifies
and
many,
many
more
people
taking
trips,
there's
going
to
be
a
lot
more
conflicts,
right.
the
potential
for
more
conflicts
between
bikes,
cars,,
everybody
on
the
road..
So
we
think
perhaps
an
idea
for
something
like
this,
like
they
have
in
copenhagen,
elevating
the
bike
way
above
the
street,
ideally
in
a
pretty.
D
To
to
facilitate
those
connections-
and
this
this
one
in
copenhagen.,
I
think
it's
a
good
example.
right,,
because
it
it's
it
goes
to
this
area..
It
has
all
these
keys,
so
people
are
going
through
the
city
on
bike..
They
happen
to
be
going
through
this
area.
Some
some
are
going
to
destinations
right
here,
but
many
are
just
biking
through
so
so
this
is
an
elegant
solution,
but
I
think
it.
D
Has
some
relevance
for
us
and
in
fact,
in
the
updated
deardon
stationary
aplan,
we
call
for
this
kind
of
connection
over
santa
clara
street,
so
it
is
not
really
developed
in
any
degree
of
detail.
and
again,.
As
I
said
at
the
beginning,,
we
are
planting
seeds
for
these
things..
These
are
big
projects
that
would
require
their
own
separate
studies
if
we
were
to
pursue
them..
A
third
relates
to.
D
Perhaps
the
least
capital
intensive,,
the
least
disruptive.,
so
there
might
be
a
possibility
to
consolidate
rail
service
on
on
first
street.,
so
getting
rid
of
the
first
and
second
street
couplet.
This
would
make
it
a
little
more
a
little
easier
to
understand..
We
heard
from
people
you
know,.
We
don't
know
where
to
wait
for
the
train.
you
know,
people
are
less
familiar..
They
don't
know
that
the
northbound
is
on
first
street,,
the
southbound
on
second
and
then
and
then
so,
and.
D
We
could
maybe
turn
if
we
did
that
we
could
turn.
Second
straight
over
to,,
you
know,
something
pretty
pretty
incredible,
you
know,
with
more
street
front
eateries,
perhaps
or
something
like
that.,
and
if
we
were
to
go
really
full
bore,
though,
and
if
we
were
really
to
focus
on
speeding
up
light
rail,
because
because
that
the
first
street
consolidation,
probably
wouldn't
speed
up
light
rail
that
much.
But
it
would
likely
make
it
a
little
more
intuitive..
D
D
D
Familiar
with
the
example
from
san
francisco,
where
the
loma
prieta
earthquake
took
down
the
embarcadero
freeway.,
I
think
most
people
view
it
as
a
good
idea,,
a
good
decision
not
to
have
rebuilt
this
elevated
freeway..
This
area
around
the
ferry
building
is
much
more
vibrant
than
it
was
back.
Then.
D
right.
and
perhaps
you've
seen
the
conceptual
drawings
that
sper
put
together
in
our
regional
strategy.
But
this
just
shows
what
what
kinds
of
connections
you
might
be
able
to
achieve
and
what
kinds
of
street
conditions
if
you,
if
you
took
down
eighty
seven
again,
I'm
not
sure
we
recognize
the
big
big
move,
turning
it
in
in.
D
D
That
security,
as
you
know,,
is
in
a
depressed
configuration.
If
any
of
you
have
been
to
seattle,,
you
might
have
seen
a
freeway
parked
there,
where
they've
dextra
over
strategically
through
a
part
of
the
freeway
with
great
urban
park,
and
I
know
I'm
including
the
slide
here,
because
we've
talked
with,
as
I've
mentioned,
the
san
jose
state
master
plan
team
and
very
the
university
is
very
interested
in
improving
connections
between
south
campus
and
north
campus..
So
in
terms
of
iq,,
you
know,
the.
D
D
D
We're
not
implementing
those
we're
planting
seeds.
If
there's
a
lot
of
community
support
for
some
of
them,,
we
will
talk
about
how
they
get
studied
further,
and
that's
it's
often
mentioned
we
are
launching
our
online
open
house
later.
This
month.,
you
will
be
able
to
find
it
via
the
this
is
the
move
san
jose
website,
and
we
are
one.
D
D
B
I
I
I
I
I'll
just
say
it
straight
out:
if
you
take
the
parking
away
from
the
front
of
my
business,,
I
go
out
of
business
and
I'll
refer
back
to
your
picture
of
nineteen
thirty
santa
clara
street
and
the
fact
that
congestion
is
good.
Congestion
is
not
bad
for
retail
businesses
and
I
would
urge
you
or
ask
you
or
whatever,
to
think
a
lot
about
how
you're
factoring
in
the
retail
spaces.
I
I
J
The
things
that
we
also
need
to
take
into
consideration-
I
don't
know
how
to
judge
the
metrics
on
this
is
how
things
start
going
with
the
laura's
law,
implementation
and
public
safety
for
females..
I'm
glad
that
some
of
the
the
studies
are
involving
that
because,
unless
you
create
a
safe
environment,,
people
will
take
their
cars
and
they'll
look
for
the
most
convenient
parking
spot,
and
so,
even
if
you
make
the
most
efficient,
bikeway
roadway
streetscape,
unless
it's.
J
Safe
you're
still
going
to
have
people
in
their
cars.,
and
I
think
all
these
studies
need
to
take
into
consideration
and
work
in
tandem
with
what
the
county
is
planning
to
do
with
the
homeless
situation
with
the
mental
illness
and
the
really
disturbed
individuals
that
you
see
posted
up.
Twenty
four
seven
on
santa
clara
street..
Thank.
B
C
B
C
C
C
C
C
The
work
that
we're
doing
is
proposed
to
be
twofold.,
one
is
about
what
we
require
of
new
development
for
their
parking,
requirements,,
their
off
site
requirements
to
build
parking,
and
the
second
is
about
what
we
require
of
new
development
when
it
comes
to
investments
in
sustainable
travel
choices..
So
the
first
is
the
parking
requirements..
The
second
is
the
tdm
or
transportation
demand
management
requirements..
The.
C
Producer
of
greenhouse
gas
emissions
right.
depending
on
the
year
and
our
inventory,
it's
upwards
of
60
or
upwards
of
50
percent
just
varies
based
on
energy
prices,
etc..
But
we
know
fundamentally
that
when
there's
a
lot
of
parking,
people
will
drive
more
and
that
increases
greenhouse
gas
emissions
from
many
studies..
C
The
other
thing
we
are
aware
of
is
that
too
much
parking
actually
incentivizes
you
from
walking
or
taking
transit
biking
et
cetera,
because,
as
you
can
see
in
the
picture
in
the
top
left,,
it's
just
way
it's
too
hard
to
walk
to
the
front
door
in
that
building
across
bushes
across
parking.
right..
Many
of
us
probably
tried
to
do
that
and
it
makes
people
feel
like.
I
don't
feel
comfortable
walking,
there.
C
C
C
C
C
C
Office
or
in
your
average
apartment.,
so
you
can
see
that,
especially
for
those
retail
users
like
the
restaurant
or
the
gym,
but
also
for
the
office
and
the
home,
that
the
amount
of
parking
required
takes
up
a
really
significant
amount
of
usable
space..
So
this
is
all
required
to
be
on
street
off
site.
Often
the
amount
of
parking
required
is
more
than
than
the
space
of
the
building
for
the
user
itself..
So
it's
not
a
great
use
of
space,
except
when
it's
required..
We
also
see
that
in
housing
in
particular
a.
C
C
C
C
Around
affordable
housing.,
one
of
these
recent
reports
by
the
turner
center
at
berkeley
found
that
parking
cost
an
additional
thirty
six
thousand
dollars
for
every
new
unit
of
affordable
housing..
So
if
you
have
one
hundred
unit
project,
that's
three
point:
six
million
and
that
fundamentally
comes
from
the
public
sector:
subsidizing
that
that
housing
or
sorry
that
parking
so
the
housing
for
the
car,
not
the
people
in.
in.
C
Summary
we
see
a
lot
of
adverse
or
unintended
consequences
of
minimum
parking
requirements,
which
is
that
it
pushes
other
land
uses
away..
It
also
diminishes
the
amount
that
you
can
use
for
jobs
and
home..
It
also
induces
people
to
drive
and
create
that
cruising
effect.
parking
lots
haven't
mentioned
this
before,
but
they're,
particularly
bad
actors.
C
C
Islands
really
affected
by
the
amount
of
surface
parking,
sometimes
pushing
development
out
into
the
hills
which
we
know
we've
been
trying
to
stop
encinas
in
the
bay
area,
and
then
they
have
some
real
consequences
as
well
for
kind
of
the
quality
of
the
urban
fabric..
So
lots
of
reasons
to
try
to,
let
us
make
sure
we're.
C
C
Huge
data
sets,
but
we
do
have
this
data
from
seattle,
which
is
a
case
study
where
they
eliminated
parking
requirements
about
three
years
ago.
If
I
recall
correctly-
and
we
kind
of
look
to
them
to
see
what
what
could
happen.
and
I
think
two
fundamental
things
have
happened,,
one
of
which
is
that
developers
typically
are
still
producing
parking,
right.
and
especially
in
areas
outside
of
downtown.
They
are
still
building
parking,
but
they
are
building
less
parking
and
they're
building
more
homes
and
more
office
space
instead
of
that
additional
parking..
C
C
C
Certain
spaces,,
especially
older
commercial
buildings
that
may
not
meet
the
current
parking
requirements
and
instead
of
pushing
them
out
or
pushing
them
to
other
places
that
have
more
parking,.
We
see
this
as
a
benefit,
especially
to
buildings
within
the
downtown
to
to
not
have
to
deal
with
parking
requirements
as
a
small
business
entering
a
particular
location..
Also,
those
businesses
would
have
more
flexibility
to
turn
parking
that
they
do
have
more
parking
near
them
into.
C
C
Job
at
most
places
in
downtown
or
you
move
into
a
apartment
in
downtown,,
you
are
typically
handed
a
free
parking
pass..
I
know
that's
true
at
city
hall
and
maybe,
if
you're
lucky,
you're
also
handed
a
free
transit
pass
like
if
you're,
a
san
jose
state
student
or
if
you
work
at
city.,
but
in
general,
the
scales
are
really
tipped
where
the
parking
is
is
pretty
easy
to
get
generally.
C
And
the
transportation
demand
management
is
harder
to
figure
out.
right..
So
what
transportation
demand
management
requirements
would
do
would
make
it
easier
for
people
to
get
that
eco
pass
to
use
that
bike
path
to
get
a
bike,
share,
pass,
etc.
make
it
more
affordable,,
more
convenient
and
more
effective
to
do
things
other
than
drive
up..
It's
almost
got
this
all.
C
Many,
many
reasons
we're
looking
to
add
a
lot
of
housing
and
a
lot
of
new
jobs
to
make
it
a
more
balanced
community
where
people
can
have
shorter
commutes..
But
we
also
know
that
those
new
residents
and
those
new
workers
when
they
make
that
change
into
their
their
new
place
of
employment,
their
new
home,.
That's
the
right
time
to
offer
them
a
more
sustainable
choice
when
they
haven't
made
their
habits
and
they
haven't
picked
all
of
of
the
ways
in
which
they
will
typically
get
around.
right..
In
doing
so,
we.
C
Minimize
the
need
for
parking.,
we
minimize
congestion
right.,
especially
at
a
regional
level
and
on
our
our
streets,
and
we
minimize
those
negative
impacts
to
safety
on
the
transportation
network..
So
we
want
these
new
units
which
this
would
apply
to
substantially
to
really
be
those
ones
where
people
find
it
easy
to
get
out
of
their
cars.
C
C
C
C
C
you're,
not
using
an
unbundling
of
parking
so
that
you
can
choose
whether
to
pay
for
the
parking
at
your
home
or
at
your
office
instead
of
having
it
come,
but
then
paying
the
price
automatically
physical
strategies.
We're
also
considering
here,
because
we
know
that
the
system
that
we
have
is
not
built
out
as
much
as
it
needs
to
be..
So
in.
C
Developments
decide
how
much
parking
is
required
based
on
their
context
and
their
needs
and
secondly,
to
require
transportation
and
management
strategies
in
that.,
so
we'll
be
continuing
to
seek
input
like
today
through
the
fall
as
we
draft
the
ordinance
and
respond
to
council
questions
from
august
and
then
anticipate
bringing
this
to
the
city
council
after
the
planning,
commission
and
others
toward
the
end
of
or
early
next
year,
end
of
this
year
or
early
next
year..
So
that
is
yeah.
This.
G
To
this
case
study
from
seattle,,
I
get
the
point
about
reducing
or
eliminating
minimum
parking
requirements.
But
if
you
have
a
residential
area,
you
still
have
people
who
have
cars..
So
when,
when
you
eliminate
the
minimum
parking
requirements
for
residential
complexes,,
where
do
they
park
because
they
still
have
their
cars?
yeah,?.
C
C
Then
they
will
build
that
parking,
accordingly.
right.,
that
they
might
see
that,
you
know.,
twenty
five
percent
of
their
potential
base
doesn't
have
a
car
and
wouldn't
want
to
pay
for
that
parking,
but
the
other
seventy
five
percent
they
might
find
do.,
and
so
I
think,
exactly
to
your
point,
this
is
eliminating
a
requirement
that
the
city
dictate
how
much
parking
you
build
and
instead
saying,
based
on
your
financing,,
based
on
your
anticipate,
the
buyer
or
renter,
build
as
much
parking
as
you
need
not
as
much
as
we
think
you
need.
ok,.
Thank.
B
C
I
Two
things.,
the
first
one,
I
guess,
is
a
simple
one.
Having
been
in
development
for
many
years,
developers
always
complain.
The
city
wanted
them
to
build
parking.
They
didn't
want
to
and
cities
where
they've
eliminated
it.
Now
the
joke.
With
my
developer
friends,
they
said
gosh
darn
it,.
Now
I
have
to
figure
out
how
much
parking
I
need.
right..
I
I
support
this
in
that
context
and
more
importantly,,
it's
not
the
developer,,
it's
the
financer.,
the
banks
going
to
tell
them
how
much
parking
they
need
in
order
to
finance
the
project
in
order
to
allow
for
them
to
get
a
tenant
into
space,
whether
it's
residential
or
office..
So
I
think
you're
on
the
right
track,
here.
and
even
more
importantly,
for
those
of
you
who
are
familiar
with
a
project
called
second
street
studios,
which
I
believe
has
seventy
five
underground
parking
spaces
at
a
cost
of
almost
three
million
dollars
for
a
for
a
affordable.
I
I
I've
toured
that
those
spaces
are
empty
all
the
time,
because
those
are
for
folks
who
don't
have
cars,
and
I
know
that
explain
to
me
the
neighborhood,
the
community
said
we
must
have
the
spaces
or
we
won't.
Let
you
build
your
project
if
I
can
put
it
so
bluntly..
So
if
this
eliminates
the
need
for
supportive
housing
projects
to
build
seventy
five
spaces
and
waste
over
three
million
dollars,
one
hundred
percent
in
favor
of
it
to
make
a.
J
Have
you
thought
about
separating
the
business
from
the
residential
component
and
trying
to
remove
the
parking
minimums
from
businesses
first
to
see
how
that
works
as
a
model?
And
I
say
that
because
we
had
the
same
issue
before
opening
our
coffee
shop,
we
were
required
to
have
a
couple
spots
that
are
not
used..
There
are
like
kind
of
sectioned
off
on
the
property
and
if
you
want
businesses
to
open
in
spaces.
C
E
E
E
E
We
need
to
do
it
forever
and
that's
our
future
if
we're
going
to
have
a
future.,
and
so
we
need
to
make
these
changes
now
and
appreciate
that
the
city
looking
at
that
under
the
leadership
of
the
dotti,
saying
that
we
need
to
do
these
things
and
we
need
to
definitely
have
a
reduction,
our
demand
for
parking
and
we
need
to
build
housing
without
our
infrastructure
and
things
are
changing..
We
need
to
change,
and
this
is
what
we
need
to
do
and
going
forward,
and
we
need
the
leadership..
That's
why
it's
so
important.
E
B
K
K
H
H
H
H
H
H
H
H
H
B
B
In
your
memo
and
your
words
here,
what's
going
on,
what
your
needs
are.
and
so
I
will
hand
that
back
to
arion
and
another
company
here
about
what's
our
next
step
as
far
as
what
not
on
an
agenda
or
discussing
or
how
we
have
staff
come
up
with
some
policy
measures
that
we
can
discuss
here
at
this
committee.,
thank
you.
so
before
we.
K
Throw
it
back
to
aaron
to
talk
about
agenda,.
I
just
want
to
give
a
little
kind
of
background
information
kind
of
on
the
residential
parking
program
that
the
city
has
just
kind
of
give
me
some
context.
So
then
you
can
then
kind
of
decide
what
your
next
steps
might
be
for
the
board
members
to
consider..
So
our
current
residential
permit
parking
program
is
a
special
service..
K
It's
intended
to
address
parking
impacts
in
neighborhoods
that
are
experiencing
excessive
parking
demand
so
where
there's
either
significant
intrusion
or
there's
excessive
internal
demand,,
there's
not
any
parking
available,
or
it's
very,
very
difficult
for
residents
to
find
parking..
That's
what
the
program
is
currently
set
to
address.
we
implemented
in
kind.
K
K
K
K
H
H
H
B
B
Us
do,
there's
a
cost
of
ownership
that
goes
with
that
and
whether
that's
in
your
driveway,
in
on
the
street
in
front
of
your
house
or
in
the
parking
structure
or
the
parking
lot,
that's
down
the
street,.
Those
are
the
costs
of
ownership's
that
we
personally
bear
on
those
vehicles
and
sometimes
it's
the
city's
job..
B
B
K
H
H
B
G
Think
this
is
bill
from.
I
think
you
know
what
bill
is
saying..
I
think
that
requires
a
little
bit
further
discussion
and
you
know,
I'm
also
a
downtown
resident
and
you
know,
it's
really
hard
to
invite,
for
example,
friends.
Over.,
it's
hard
to
get
contractors..
We
wanted
to
do
some
remodel
of
bathrooms
and
our
contractor
telling
me
I'm
not
coming
to
downtown
because
there's
no
parking.,
you
know,,
we
all
suffer
as
residents
a
little
bit
from
that..
I
understand
you
know,.
There
are
the
business
owners
who
suffer
but
they're.
G
Also
the
residents
who
suffer.
and
I
think,
you
know,.
There
need
to
be
a
little
bit
more
discussion
about
what
can
we
do
for
existing
residents
and
also
for
existing
businesses
to
kind
of,?
You
know,
make
it
a
little
bit
more
palatable.
and
like
bill
said,
you
know,
in
downtown.
We
have
street
closures
almost
every
weekend
so
that
again
takes
away
parking.,
but
at
the
same
time
some
residents
have
even
a
hard
time
to
getting
to
their
own
places.
thank
you..
I
appreciate.
B
B
B
B
A
November
meeting
is
fairly
full..
I
don't
know
that
we
should
try
and
cram
something
into
that,,
especially
given
the
amount
of
time
we're
already
only
two
weeks,
away.
so
I'd
say
the
march
2nd
meeting
would
be
the
first
opportunity
to
put
something
in
our
agenda
is
downtown
resident
parking
is
a
generic
placeholder
and
I
think
we
can
come
up
with
some
talking
points
and
some
information
to
present
to
the
I.
H
H
The
street,
if
that's
something,
that's
feasible.,
we've
got
a
whole
infrastructure
around
a
permitting
process..
That's
all
I
would
say
on,
and
I'm
happy
to
do
that
that
one
dollar
or
two
dollars
two
dollars
an
hour
in
general
around
here.
If
I'm
parking
for
long
periods
of
time,
no
one
it
doesn't
last..
I
can't
do
that
in
one
spot
and
number
two
that
gets
expensive,
really
expensive,
really
quickly.
H
That's
all.,
so
I
appreciate
your
comments,
charlie.,
I'm
not
arguing
with
any
of
the
future
vision..
All
I'm
looking
for
is
a
solution
to
what
I
think
is
just
a
reasonable
request
for
equitability
for
somebody
that's
already
embraced
downtown
and
by
the
way
I
walk
and
I
cycle
almost
everywhere.
I
go.
thank
you.,
but
I
happen
to
own
a
second
vehicle.
right.