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Ad Hoc Parking Committee of the Commissioner Kenneth E. Davis |
Parking Policies Committee Members Douglas S. Cleland, Assistant Township
Manager |
Frequently Asked Questions about the Parking Report
In early 2000, in response to requests by members of the community to consider improvements to the Township‘s parking management system and programs, the Board of Commissioners asked Township Manager David C. Latshaw to take a comprehensive look at all of the Township’s parking programs and policies. The Township Manager appointed a staff Parking Policies Committee to undertake this effort and address various goals. Chance Management Advisors, Inc., a national parking management consulting firm located in Philadelphia, was hired to serve as the Committee’s lead advisor.
The Parking Policies Committee met throughout 2000 and investigated a wide scope of parking-related issues and ideas. This effort has culminated in a broad range of recommendations for consideration by the Township Manager and the Board of Commissioners.
The key recommendations of the Parking Policies Committee are as follows:
Some of the recommendations, if implemented, will generate net additional revenue. None of these recommendations, however, were included primarily for the purpose of revenue generation. The Parking Policies Committee did not address how these additional funds should be utilized.
The scope of the proposed recommendations is extensive. It will be essential for the Township to quickly monitor the impact of any changes and immediately react to address and difficulties that may emerge. Ongoing monitoring and evaluation will be required.
A community input process should now be undertaken prior to the implementation of any recommended changes. A Police Committee meeting has been scheduled for Tuesday, July 10, 2001, at approximately 7:30 p.m. to review public comments and input.
A comprehensive public information program and carefully scheduled implementation plan will be critical to the success. A Parking Ordinance, codifying the approved recommendations, would be scheduled for adoption in October.
Parking management in Lower Merion Township – like most places – has generally been undertaken throughout the years on an incremental basis, with site-specific parking needs periodically identified and addressed. It is, therefore, easy to understand why the Township’s existing parking management system – in some cases – lacks practicality, efficiency, consistency and fairness.
The Township operates 23 municipal parking lots, all but one containing parking metered spaces. Two lots have a total of 132 permit parking spaces. There are approximately 1,800 total parking meters in parking lots and on-street. Many residential neighborhoods abutting commercial areas, train stations and high schools have residential parking permit systems.
In late 1999, as a revenue measure for its 2000 Budget, the Township decided to raise the parking meter rates to 50 cents per hour. This was the first rate increase in seven years and was estimated to raise over $600,000 per year in additional revenue for the Township’s General Fund.
During the public hearings for the 2000 Budget, some members of the community provided ideas on how to improve parking in the Township.
In early 2000, the Township Board of Commissioners asked the Township Manager to take a comprehensive look at all of the Township’s parking programs and policies. The Township Manager appointed a staff Parking Policies Committee to undertake this effort. A nationally known parking management consulting firm, Chance Management Advisors, Inc., of Philadelphia, was hired to serve as the lead advisor to the staff committee.
The Township Board of Commissioners identified eight basic goals for the Parking Policies Committee to achieve:
Balance parking between traffic regulation and revenue
generation.
This goal was in recognition that parking-related revenue is an important component of the Township’s annual budget – well over $1 million per year – but that the Township’s revenue needs must be balanced with the need for traffic regulation and traffic control to ensure that the available parking is utilized to best meet the needs of the entire community.
Create incentives to encourage the usage of long-term or
infrequently used parking meters/spaces without significantly
reducing revenue.
This goal recognizes that many of the Township’s current parking programs are not optimal and can therefore be improved to provide a net additional benefit. The concept is to make the less desirable parking more attractive for use, thus freeing up the more convenient parking for those who really need it – whether it be the shoppers in the business districts or the residents in front of their own homes.
Identify current non-metered parking spaces for consideration
of new parking meter installations.
This goal recognizes that there are some parking spaces throughout the Township that should have parking meters, but, for some reason or another, do not. These are spaces that are coveted by those who seek free parking, but it is really not fair for some people to have to pay for convenient on-street parking while others nearby get to park for an unlimited time for free.
Improve the parking meter duration time-limit
configuration.
This goal recognizes that the Township’s current system of 1-hour, 2-hour, 5-hour, 10-hour and 12-hour parking meters is quite confusing to the parking patron and does not necessarily reflect the parking needs in the Township. A more simplified, readily recognizable system geared to the needs of parking patrons may be beneficial.
Partner with the business districts to reduce the parking
costs for store employees, which encourages better use of remote
parking lots and spaces.
This goal recognizes that many of the employees who work in the Township’s business districts have nowhere to park during their work hours except at parking meters on streets or in municipal parking lots. The parking meter rate increase in 2000 obviously hit these people the hardest. This forces many of them to encroach into the residential time zones instead of paying the meters. At the same time, there are certain municipal parking lots in the business districts that are currently underutilized. Converting a number of these parking lots (or portions of the spaces in these lots) to permit parking may be an overall improvement. This would reduce the parking cost burden for employees who work in the business districts while at the same time discourage employees from parking the entire work day at the most convenient and desirable parking spaces that should instead be available for customers and shoppers.
Advertise parking programs and locations.
This goal recognizes that the Township’s parking programs and parking lots are not well marketed to the public at this time. New signs and pavement markings are needed in and around the parking lots to make it easier for parking patrons to understand what to do and then follow the rules. Increased public information can help to educate everyone where they can park – for both short and long time periods – and how to best manage their time and parking dollar.
Introduce new promotional programs.
This goal is aimed at helping various community events or programs be more successful through the temporary relaxing of certain parking requirements, such as during sidewalk sales, parades, etc.
Address the residential parking permit program.
This goal recognizes that the existing residential parking permit program does not meet the needs of all of the neighborhoods which abut the various business districts, train stations and high schools. Unless there is a clear and articulated public purpose, non-residents cannot be prevented from parking on residential streets. Such parking, however, can be prudently regulated, thus providing the needed parking spaces for abutting households with inadequate off-street (driveway or garage) parking.
The following information is provided as basic background regarding existing parking systems / programs, parking lot maintenance programs, parking meter collection methods, Police Department enforcement responsibilities, financial background, electronic digital parking meters, and parking meter usage.
4.1.0 Existing Parking Systems/Programs
The Township regulates parking utilizing four basic methods:
The Township Board of Commissioners has the statutory prerogative to prohibit parking in various locations. In general, the rationale for such parking regulation is for the convenience and safety of pedestrians and the traveling public. Such prohibitions are authorized by ordinance and marked clearly with sign markings.
There are approximately 1,800 parking meters – either on-street or in one of the twenty-two metered municipal parking lots – in the Township. The time limits are: one, two, five, ten or twelve hours. The parking meters are enforceable Monday through Saturday from 8:00 a.m. until 6:00 p.m. Each parking meter provides six minutes for 5¢ – which translates to 60 minutes (or one hour) for 50¢ . Meter "feeding" is prohibited. Meter "feeding" is defined as adding money to a meter to extend the original time period. Meter feeding is not desirable because it allows for long-term parking in locations intended for short-term parking.
See Appendix A for a list of the number, name and location of each of the Township’s 23 municipal parking lots.
4.1.3 Permit Parking in Municipal Parking Lots
Of the twenty-three municipal parking lots in the Township, there are two – both located in Ardmore – that currently provide permit parking. Lot #3 (Ardmore Post Office Lot) is a partial permit lot, with 72 permitted spaces and 29 parking meters. Lot #23 (Cricket Avenue South Lot) is a fully permitted lot with 60 parking spaces.
Permits may be purchased at the Public Safety Building for $90 for a six-month period beginning the first day of each April and October. Anyone is allowed to purchase these permits until they are sold out. Approximately 10% overage (compared to the number of parking spaces) is sold. Current permit holders are provided the opportunity to re-purchase another six-month permit during the week immediately prior to the permit sale that is held for the general public for all remaining unsold permits. There is a very high demand for the municipal lot permits, which are sold out immediately for each six-month period.
4.1.4 Residential Parking Permits
Many residential streets are regulated by time zone restrictions. This is done to limit the encroachment of non-residential parking from abutting commercial areas, train stations or high schools.
Residential time zones can be created and established after the residents submit a signed petition to the Police Department requesting a study to determine if such a zone is warranted. Each request has been street-specific. The Police Department’s recommendation is then forwarded to the Board of Commissioners for final determination and approval. Residential time zone restrictions can be established as one, two, four or five-hour limits, and are generally enforceable Monday through Friday (and Saturday and Sunday in some cases) from 8:00 a.m. until 6:00 p.m. Most residential time zones are 2-hour restrictions. There are a limited number of zones that are enforceable 24 hours a day, 7 days a week.
Once a residential time zone restriction is established, residents of that street may buy a permit for that street, allowing them to park in excess of the stated time zone limit. Residents are allowed to purchase only one permit per street address, regardless of the number of vehicles owned by residents living at that address.
4.2.0 Parking Lot Maintenance Programs
Maintenance and upkeep of the 23 municipal parking lots consists of two programs: weekly and long-term.
The Public Works Meter Division personnel provide weekly maintenance and upkeep. Routine activities include general parking lot clean up of trash and debris, grass cutting and weed control during warm weather, leaf clean up in the fall, and removal of sidewalk snow and ice in the winter months. Personnel from the Public Works Refuse Division empty the trash containers several times a week.
Long-term maintenance and repairs include landscaping updates, painting and straightening of parking meter posts, fence repairs, replacement of trash receptacles as necessary, paint re-striping of parking places, and repaving or reconstruction of the parking lot surfaces. These long-term needs are accomplished by various Public Works divisions according to priorities and scheduling.
4.3.0 Parking Meter Collection Methods
Parking meter collection has been the responsibility of the Public Works Meter Division since parking meters were first installed in the early 1960’s. Coins are collected weekly by the meter maintenance crew and delivered to a local bank for counting and deposit. Canvas bags are used to collect the coins. Each bag is tagged with a code number, which refers to the parking lot number or the location of on-street parking meters.
Collection amounts are reported to the Township’s Finance Department by specific parking lot or street area location. The collection days and routes are regularly changed for security reasons. The amount of time required for collection of all 1,800 meters is typically 12 hours or 1½ workdays. Three full-time meter maintenance employees complete the collection process. At times, personnel are borrowed from other Public Works divisions to aid in the collection process. The bags of coin are limited to a maximum of twenty-five pounds each. A typical weekly collection of all parking meters will result in sixty bags of collected coin, totaling approximately $22,000.
4.4.0 Police Department Enforcement Responsibilities
There are four full-time meter attendants who enforce parking
meters, time zones and permit parking lots. As noted, the hours
of enforcement are 8 a.m. to 6 p.m. as follows:
| Parking meters | Monday through Saturday |
| Residential time zones | Monday through Friday (or Saturday) (some 7 days, 24 hours) |
| Permit parking in municipal parking lots | Monday through Friday |
When meter attendants are unavailable, police patrol officers may be assigned to parking enforcement duties, usually based upon the receipt of complaints.
Several civilian clerks are assigned to process tickets, collect fines and sell parking permits. Police officers assigned to the Traffic Safety Unit generally handle all complaints regarding tickets and ordinance violations. Upon a request from the public, the Traffic Safety Unit will investigate requests for new parking restrictions or the rescinding of existing restrictions. A staff recommendation is made to the Superintendent of Police who in turn refers the matter to the Board of Commissioners (through the Police Committee) for consideration and approval.
The Township is expected to generate over $1.5 million in parking-related revenue in 2001. This comes from a combination of parking meters ($1.1 million), parking violations ($0.4 million) and minor miscellaneous parking permit fees.
In a recent analysis, it was determined that the Township’s parking meter collection ($300,000), maintenance and enforcement ($200,000) programs cost approximately $500,000 per year. This cost, however, does not include administrative overhead costs, the value of the land upon which the parking lots are located, nor any lost tax revenue that would be available to the Township if the properties were subject to real estate and/or business taxes.
It is permissible for the revenue derived from parking services to exceed the costs of providing the services.
4.6.0 Electronic Digital Parking Meters
In mid-2000, the Township completed its conversion to all new electronic digital parking meter heads, replacing the existing mechanical meter heads.
This conversion decision was made for following reasons.
Although it is still early in the use and experience of the new digital parking meters, they are operating within acceptable parameters. During the start-up phase in mid-2000, there were various problems with coins "skipping" (coins not being read as paid, upon insertion).
Parking usage data, by location and time-period, is valuable information needed to determine if and where parking is being optimized. A study was undertaken (as reported in Section 5.4.0 of this report) during 2000 to gather empirical data upon which specific decisions for improvements could be based.
An analysis of parking meter revenue under the new parking meters and higher rates was also undertaken. Compared to previous years (by netting out the rate change), parking usage (not revenue) decreased somewhat in the last half of 2000, after the conversion to the new parking meters.
Most of this decrease can likely be attributed to the parking meter rate increase. The usage (not revenue) of on-street parking meters decreased by approximately 9%. The usage of in-lot parking meters decreased by approximately 25%. When combined, the decrease overall for the last half of 2000 was approximately 20%. This reduced performance has continued for the first 5 months of 2001.
Parking usage reductions of this magnitude were not anticipated. When the previous parking meter rate increase had been implemented in 1993, there was no measurable reduction in parking usage.
The reduced parking meter usage indicates that some alternative parking locations are now being utilized. Further, due to the 20% increase in the number of Traf-O-Teria tickets issued during 2000, it can be assumed that many parking patrons chose to risk a parking ticket rather than pay the higher parking rates. Usage data will continue to be monitored and evaluated.
The Parking Policies Committee utilized a wide array of resources to evaluate identified parking issues including a public input process, evaluation of national programs and ideas, legal research and a parking meter usage study.
In conducting its comprehensive review of the Township’s parking management programs, the Parking Policies Committee sought as much input as possible from the business community and the public at large.
A series of meetings were held with the business associations – the Bryn Mawr, Ardmore and Merion-Cynwyd Business Associations – representing the areas where municipal parking lots and parking meters are located. Issues raised included the high cost of parking, too little parking for customers and employees, parking meter-feeding, pedestrian safety, residential permit parking constraints, and parking meter time duration restrictions.
Members of the Parking Policies Committee attended a meeting of the Bryn Mawr Civic Association to provide information and receive input.
Several meetings of the Federation of Civic Associations were attended by members of the Parking Policies Committee to provide updates, receive input and respond to questions.
Written input was solicited from business associations, civic associations, realtors, rental agents and members of the general public.
A public meeting was held in the Board Room of the Township Administration Building on the evening of September 14, 2000. The meeting was an opportunity for residents and representatives of the business community to provide further input to the Parking Policies Committee.
A news release announcing the meeting had been distributed in advance to the local news media, with meeting notices also posted on the Township’s web site and cable television channel. In addition, flyers announcing the meeting were produced and distributed to the immediate surrounding homes of the business districts, train stations and high schools. The meeting was carried live (and later replayed) on the Township’s cable TV channel. Approximately 35 people spoke at this meeting. Several members of the public brought written statements with them to the public meeting, which were collected for the record.
As a result of the public meeting, numerous issues were brought to the attention of the Parking Policies Committee, which were later grouped into three central themes or categories: (A) Police Actions, (B) Traffic Studies, and (C) Parking Issues.
Police Actions - These were requests for greater
enforcemet of exisiting parking and vehicular regulations.
Outcome: As a follow-up, the Police Department
evaluated each topic, took action as appropriate and then
communicated back to the specific individual(s) who had raised
the topic.
Traffic Studies – These were requests for
consideration of new or additional traffic controls involving
parking.
Outcome: As a follow-up , the Police Department
evaluated each topic, determined which merited further study,
took actions when feasible, and then communicated back to the
specific individual(s) who had raised the topic.
Parking Issues – These were ideas and input from
the audience that were directly applicable to the work of the
Parking Policies Committee.
Outcome: This input was duly considered by the Parking
Policies Committee in its evaluation and recommendations
contained in this report.
5.2.0 Evaluation of National Programs and Ideas
In any downtown core, a balance must be struck between the parking needs of customers and employees, as well as the needs of residents who live adjacent to the business district. The Parking Policies Committee investigated innovative solutions and programs offered by other municipalities across the country that could be applicable to Lower Merion.
To this end, the Township’s lead parking advisor, Chance Management Advisors, Inc. (CMA), was asked to obtain information on local and national parking programs for business and store employees and other types of educational and promotional initiatives. CMA investigated several municipalities with similar characteristics to Lower Merion to determine their practices for addressing these issues. This research was conducted through discussions with individuals in the parking industry and a review of parking journals as well as through a review of CMA’s pertinent experience. Municipalities investigated include were Summit, New Jersey; Haddonfield, New Jersey; Kingston, New York; New Hope, Pennsylvania; and Boulder, Colorado.
The research showed that there are no universally accepted solutions to achieving the proper balance between competing parking needs. The parking systems / programs that are most effective for addressing employee parking issues ensure that employees don’t use short-term metered parking spaces by meter-feeding. Instead, they educate employees about where they should be parking and provide sufficient incentives and facilities for employees to park in areas other than prime locations.
Rather than looking at individual parking lots or blocks, the most effective approach is a holistic one, which considers the parking system as a whole and works to maximize the appropriate utilization of all its resources.
Parking changes are like a "rippling effect." One change has the impact of altering the parking behavior in one location, but possibly only to shift the parking problem to another nearby location. This is why it is important to evaluate parking changes carefully and strategically, and be prepared to make further adjustments to address the "side effects" that ultimately occur. Regardless, it is not possible to please everyone when it comes to regulating scarce and competing parking resources in a modern urban area.
Many of the ideas developed by the Parking Policies Committee or from input provided by the public required a review of the legal constraints such an idea may present. The Township Solicitor served as the legal advisor to the Parking Policies Committee in all such matters.
The two primary doctrines followed by the Township Solicitor is his review of each policy idea was whether the idea or change would (1) serve a legitimate public or governmental purpose, and (2) not be discriminatory or illegal, based upon applicable local, State and Federal statutes.
The legal determinations then became a key guiding principle in the Parking Policies Committee’s ultimate recommendations.
5.4.0 Parking Meter Usage Study
As previously noted, in order to properly evaluate the Township’s parking meter usage by location and time, it was necessary to undertake a comprehensive parking meter usage study.
Several site-specific parking usage studies had been undertaken by the Township during the late 1990’s, primarily to evaluate isolated business district needs or to ensure compliance with the Township’s Restaurant Parking Ordinance adopted in 1997. This ordinance allows restaurants to count unused or undesignated parking in nearby municipal parking lots towards a restaurant’s parking provision zoning requirements.
The Parking Policies Committee developed a meter-by-meter Township-wide parking meter usage survey and conducted it over three separate weeks during 2000.
The survey objectives were:
A comprehensive study of the parking usage at parking meters during the core hours of business and commuter use was needed. Therefore, the two hours after (6 p.m. to 8 p.m.) the enforceable parking meter regulated time (8 a.m. to 6 p.m.) also needed to be evaluated to get a complete understanding of the parking usage and needs.
It was determined that a study that took place from 8 a.m. to 8 p.m. on a consecutive Thursday, Friday and Saturday would demonstrate the typical usage of the meters during all key peak usage periods in a week. Therefore, parking usage was witnessed and recorded in the field by Township staff (primarily police officers) at all parking meter spaces during the following three weeks in 2000: May 11, 12, 13; May 18, 19, 20; and October 5, 6, 7.
These times were utilized to ensure that "off-season" parking, such as during the summer months, would not be a factor. Some of the parking locations in May, however, were surveyed during a time when some of the local colleges were adjourning for the semester, so repeating the survey in October allowed data to be collected when schools were in full session. April/May and September/October are also traditional months utilized by the parking management industry for conducting surveys to witness typical usage patterns as well as "peaks and valleys."
Each hour, Township staff recorded the license plate numbers on a parking turnover data sheet. All 1,800 parking meter spaces were surveyed, 13 times daily over the nine survey days, for over 200,000 individual data notations. Township staff then entered this data into an electronic spreadsheet for subsequent computation of parking occupancy and turnover rates.
The survey results were then utilized to determine the Percentage of Optimum Turnover, Average Length of Stay and Percentage of Regulation Usage indicators. These indicators help provide ways to empirically analyze:
The actual usage of the parking space.
Opportunities for changes in meter duration settings.
Which parking lots should be considered for full or partial conversion to permit parking lots – either now or in the future.
In summary, the findings of the Parking Meter Usage Study were as follows:
Most areas throughout the Township have available parking at parking meters during the business day. Exceptions to this generalization exist in some isolated areas, especially during lunch and dinner hours adjacent to eating establishments and central business intersections.
Ample opportunities exist to simplify the parking regulation structure:
The usage and turnover of the five, ten and twelve hour parking meters indicate the opportunity for a reduction in their time limit duration in many cases, especially for on-street meters.
The usage and turnover of the majority of the one-hour parking meters indicate the potential for lengthening their time limit duration.
The majority of the two-hour parking meters presented a "no change" index.
The parking meter occupancy rates were consistent between the May and October survey periods. Therefore, policy changes should work throughout the year.
4. Based upon low occupancy and their relative Regulation (change) Index, ten of the current metered parking lots demonstrate the opportunity for conversion to all or partial permit parking lots:
Ardmore: Lot #4 (Cricket Avenue Lot); Lot #5 (Cricket Terrace Lot); Lot #16 (Ardmore West Lot); Lot #20 (Athens Avenue North Lot); Lot #21 (Athens Avenue South Lot).
Bryn Mawr: Lot #7 (Bryn Mawr Station Lot); Lot #11 (Morton Road Lot); Lot #14 (Pennsylvania Avenue Lot); Lot #22 (Water Street Lot).
Bala Cynwyd: Lot #15 (Cynwyd Station Lot).
The Parking Policies Committee studied the following topical areas, with recommendations shown in bold lettering. It should be noted that some recommendations are dependent upon the acceptance of other recommendations, and therefore may need to be looked upon from a comprehensive perspective.
Each recommendation is designated as either "Administrative Change" and/or "Ordinance Change" to indicate method of implementation.
As previously noted, a three-employee Public Works Meter Division performs parking meter maintenance and coin collection tasks. A four-employee work unit of the Police Department performs parking meter enforcement. In addition, parking management, maintenance and capital improvement issues are spread out amongst other members of the Public Works and Police Departments, with no one person or organizational hierarchy established to oversee parking management and supervision issues.
The fragmented parking duties are confusing to the public. A request for information or complaint of faulty equipment or enforcement can often be misdirected before it makes it to the correct location to be addressed. This leads to misinformation being provided and delays in service. It can be concluded that some of the problems are a result of the Township’s fragmented hierarchical structure for parking management.
From the research conducted by the Parking Policies Committee, it was determined that a characteristic of successful parking management programs throughout the country was a cohesive organizational management structure.
The creation of a central parking division was evaluated. By channeling all responsibilities in one direction, it may be possible to create cost-saving efficiencies and increase accountability. A central "clearinghouse" would be created for maintenance, enforcement, coin collection, permit sales, research and new programs, and complaint resolution. Citizens would have one place to go to obtain information, buy permits, pay fines and register complaints. Township staff would be more likely to quickly coordinate reports of faulty meters to the maintenance personnel, avoiding unnecessary delays, complaints and lost revenue.
Ideally, a separate Parking Department could be created to oversee all parking issues. A new Department would likely require the net addition of management and administrative support staff to be successful. Alternatively, it may be feasible to create a Parking Division within the Police Department to provide the necessary management and administrative support for centralized parking management. Depending upon the level of service to be provided, and the extent of approved recommendations of this Report, additional management and support staffing may be necessary. Regardless of its organizational structure, a Parking Division/Department should be situated in a centrally located work site that is convenient and accessible to the public.
6.1.0.1 - RECOMMENDATION: It is recommended that a new Parking Division be created within the Township to coordinate and oversee all aspects of parking management in order to create improved operating efficiencies and enhanced customer service to the public. Additional personnel may be needed, but this cost will be offset by the increased cost efficiency. (Ordinance Change)
The Police Department, through laws enacted by the Township and the Commonwealth of Pennsylvania, is charged with the responsibility for enforcement of all parking regulations. Enforcement is the heart of any effective parking management program in order to create turnover and prevent abuse.
As previously noted, there are four civilian meter attendants assigned to the Traffic Safety Unit of the Police Department. Their main function is to enforce the approximately 1,800 parking meters on a daily basis – Monday through Saturday, 8 a.m. to 6 p.m. – for a total of 60 hours of parking meter regulation during the week. They also enforce the residential time zones in areas adjacent to the business districts, train stations and high schools. The residential time zones are usually enforced based upon complaints, and by police patrol officers when no meter attendants are available.
The meter attendants work 7½ hours per day, five days per week. Under the current schedule, on a typical Monday and Saturday, there is usually a maximum of only two attendants to cover the entire Township. During a normal week, total enforcement consists of approximately 130 hours. This results in slightly more than the equivalent of two meter attendants for each hour of parking meter regulation time. The four meter attendants (and patrol police officers) wrote approximately 39,700 Traf-O-Teria (TOT) tickets in 2000, for a total of approximately $450,000 per year in parking meter violation fines.
The full enforcement periods of both parking meters and time zones are not currently covered due to the limited number of meter attendants. This results in an inconsistent level of enforcement and thus, increases the likelihood of violations that go unenforced. This, in turn, generates numerous complaints from the residents, business owners, employees and anyone wishing to find legitimate parking. It also can result in an increase in illegal parking throughout the Township, since the deterrent to illegal parking is not consistently applied.
Generally speaking, for laws and regulations to be fully effective, they must be enforced on a regular basis. To strictly and uniformly enforce all State and Township regulations in order to encourage compliance and provide for safe parking and travel on all Township-owned property and roadways, it would be necessary to add additional enforcement staff hours.
An analysis was undertaken by the Police Department to determine an optimal staffing level for parking enforcement. A goal was established to provide enforcement of parking meters and time zones over their entire enforceable time periods. If time zones were strictly enforced, violators would be motivated to park legally at parking meters or acquire parking permits to park in municipal permit lots. If parking meters were strictly enforced, people would be encouraged to pay the required parking meter amounts and not ignore the time limits or feed the meters.
To maintain maximum flexibility in hiring and assignment of work hours, part-time meter attendants could be hired to work up to approximately 30 hours per week. Depending upon the number of additional hours of enforcement desired, each additional 30-hour part-timer would add about 25 new hours of enforcement each week. For example, if ten such part-time employees were hired, this would increase the total enforcement time period from the existing 130 hours per week up to a maximum of approximately 380 hours per week, nearly tripling the existing enforcement program. While this may seem to be too large of an increase, such enforcement efforts are not uncommon throughout the country in densely populated areas with limited parking resources.
The addition of part-time meter attendants would increase the supervisory and training duties of the Traffic Safety Unit. It may be necessary for one additional police officer and/or a civilian supervisor or police sergeant to be assigned to the Traffic Safety Unit or new Parking Division to oversee parking and the related enforcement issues. In addition, the workload of the Police Department’s civilian employees would also increase as more tickets were issued. It may therefore ultimately be necessary to add additional administrative clerk hours to process the additional tickets, collect the additional fines generated, and sell additional parking permits (as will be addressed later).
In terms of budget impact, there would be a cost increase for any additional personnel for wages, benefits, training, vehicles and equipment. After a start-up period, however, it is believed that the increased fines and parking meter revenue would more than offset these additional costs. This revenue generation is a side benefit – not the purpose – of an enhanced enforcement effort.
Before determining a final number of additional meter attendants needed, a violations / capture study should be undertaken to compare the Township’s recovery rate to norms to determine if opportunities exist for productivity adjustments and training.
Using ten part-time meter attendants as an example, the estimated annual wages, benefits, uniforms, supervision and transportation would add annual operating costs to the budget of approximately $400,000.
If the new part-time meter attendants are as productive (on a per hour worked basis) as the existing full-time meter attendants in finding parking violations, over 60,000 additional tickets could be issued in a year, generating a minimum of an additional $700,000 in parking violation fine revenue collected. Under this analysis, net revenue to the Township could reach a minimum of an additional $300,000 per year from this increased enforcement program ($700,000 - $400,000 = $300,000).
While this estimate may seem quite high, the Parking Policies Committee believes the increased staffing levels and extended enforcement hours may actually increase the existing enforcement productivity level, since the meter attendants would be able to cover their areas more frequently during their shifts. If deemed necessary, further studies could be undertaken to verify these projections.
With increased enforcement in the residential permit zone areas, the availability of parking for the residents would increase.
With this level of increased enforcement, the Parking Policies Committee believes that parking violator patterns will change significantly over time. As violators receive frequent tickets under an enhanced enforcement program, they will likely determine it to be in their best interest to seek alternative legal parking solutions. If such desirable behavior occurs, the Township may be able to then scale back such an enhanced enforcement program by reducing the number of part-time meter attendants through attrition and other means.
It is recognized that everyone will not welcome an enhanced parking enforcement program. Some will claim that it is making Lower Merion an unappealing place to visit or shop. Word will travel that Lower Merion is tough on parking violators, which should help create better parking behavior patterns by parking patrons. Improved public information programs will help emphasize that equitable enforcement programs increase parking opportunities for those seeking to park legally.
A stronger enforcement program will have the major benefit of having patrons park in those areas designed for their specific parking needs. Greater enforcement will also be essential for the success of many of the recommendations contained in the report.
6.2.1.1 - RECOMMENDATION: It is recommended that additional part-time meter attendant personnel (and appropriate supervision and support staffing) be hired in order to ensure that there is thorough and equitable enforcement of all parking violations. It is believed that additional parking fine revenue will more than offset the additional costs, resulting in better compliance and additional net revenue. (Administrative Change)
Meter attendants and police officers are authorized to write parking tickets for violations. When a parking meter violation is observed, they issue a $15 Traf-O-Teria (TOT) ticket, which is authorized by Township Code.
When other non-parking meter parking violations ( i.e., no parking here to corner, no parking between signs, handicapped zones, fire marshal zones, etc.) are ticketed, a State citation (instead of the TOT) is issued by Township enforcement personnel. This carries with it a higher fine, including court costs and fees. The current total cost of the fine is $44, of which only $15 represents the actual fine. After collection by the State, the Township is remitted $7.50, or only half of the $15 portion of the fine payment, with the State keeping the remaining $36.50.
This creates a significant cost to the parking violator of which the Township receives only a small portion of the total. Approximately 13,000 State parking citations are issued each year by Township enforcement personnel.
It has been determined by the Township Solicitor that the Township may adopt an ordinance to allow these non-parking meter parking violations to first be cited as violations under Township Code, and therefore be written as TOT’s instead of State citations. Not only would this expedite the writing of tickets, but it would allow all money generated from the payment of these TOT tickets to go directly to the Township. In the event the violator would fail to pay the TOT within the designated time period, the Township would then convert the violation into a State citation and revert to the existing State citation method of collection.
This "win-win" change would give the Township the opportunity to receive violation payments faster, at twice the current revenue level. If all 13,000 of the annual fines were paid at the $15 TOT rate, the Township would double its revenue (of $97,500 earned at the $7.50 rate) to $195,000 (at the full $15 rate). In turn, this new system would also benefit the prompt-paying parking violator with a $29 cost savings ($44 - $15 = $29). Even if only the typical amount of 70% were actually paid at the TOT level, the Township would receive approximately $70,000 in additional annual revenue.
Recommendation 6.5.7.1 calls for an increase (from $15) to $25 for violations of residential parking permit regulations. The same concepts would apply for this proposed $25 fine. The court costs of $29 could still be saved by initial issuance of the violation as a $25 traf-o-teria ticket.
Another issue researched was whether multiple tickets could be issued to a vehicle for the same continuous violation. For example, could a vehicle parked for six hours in a two-hour time zone, or at a two-hour meter, be cited every two hours after the initial time limit expires? The Township Solicitor has determined that this is not permissible, per State statutes.
6.2.2.1 - RECOMMENDATION: It is recommended that the Township Solicitor prepare an ordinance for consideration by the Board of Commissioners to authorize the initial issuance of non-parking meter parking violations via the Traf-O-Teria ticket system governed by Township Code instead of the current method of State citation. (Ordinance Change)
Some parking tickets go uncollected. The Parking Policies Committee researched the level of non-compliance to determine if opportunities exist to reduce the incidence of unpaid tickets.
As noted above, the total number of $15 TOT’s (parking meter violations) issued in 2000 was approximately 37,000.
Of the 37,000 tickets issued in 2000, approximately 26,500 (or 71%) were fully paid at the $15 rate during the allotted 48-hour time period. This left approximately 10,500 TOT’s unpaid.
After the 48-hour period, unpaid Traf-O-Teria tickets are converted into State citations, which are then pursued by the Commonwealth of Pennsylvania through the District Court System, with local offices in Ardmore and Narberth. Due to the state-assigned jurisdictional boundaries and the location of the majority of the Township’s parking meters, most parking meter violations in the Township are forwarded to the Ardmore District Court.
A study was undertaken in 1999 to determine the number of citations that remain uncollected. In 1999, the rate was 55% of the TOT. Utilizing this rate for 2000, 10,500 unpaid TOT’s results in 5,700 citations that went uncollected. At $7.50 per citation paid to the Township from the State from the proceeds from a citation, this represents approximately $43,000 in lost annual fine revenue due to unpaid parking tickets.
Of the total of 37,000 tickets issued in 2000, it is assumed that 31,300 were paid (37,000 – 5,700 = 31,300). This represents an overall collection rate of 85% (31,200 / 37,000). The Parking Policies Committee learned that the industry standard for collections of all types of parking fines is in the range of 60% to 80%. Therefore, the collection rate for parking meter fines in Lower Merion appears to be above average. This compliance rate is consistent with the excellent compliance rates by the community for Township taxes and other fees.
Even though the collection rate is above average, the Parking Policies Committee investigated ways to increase compliance.
It was found that other municipalities greatly increased their collection rate by mailing a "warning" letter to violators with unpaid TOT’s after the 48-hour period. The letter informed the violator that if the ticket was not paid within a specified timeframe, the ticket would become a citation with higher fines and costs. It was found that this method was very effective in collecting payment.
6.2.3.1 - RECOMMENDATION: It is recommended that the Township implement a "warning" letter system prior to converting tickets to State citations. (Administrative Change)
Second, regular communications with the two District Justice Offices regarding the incidence of unpaid tickets is useful to ensure that unpaid tickets are minimized.
6.2.3.2 - RECOMMENDATION: It is recommended that the Township meet regularly with the Township’s District Justice Offices to discuss ways to work together to maximize the receipt of unpaid parking tickets. (Administrative Change)
Third, the establishment of a permissible "scofflaw" program for frequent offenders would be beneficial. Any such program, would need to be carefully coordinated with the local District Justices to ensure that the program was properly applied and enforced. Unfortunately, State law does not currently allow the towing of a vehicle or the use of devices such as a "boot" type device by Township’s of the First Class to immobilize vehicles listed as scofflaw offenders.
6.2.3.3 - RECOMMENDATION: It is recommended that the Township seek assistance from its State legislators to sponsor enabling legislation at the State level to allow for programs such as towing or "booting" of vehicles that have accumulated a significant number of unpaid parking tickets. (Administrative Change)
6.2.4 Transportation of Meter Attendants
The meter attendants utilize their own personal vehicles to drive to and from their assigned areas of enforcement each workday. The Parking Policies Committee investigated the possible use of small motorized vehicles (such as a golf cart-type vehicle) for the meter attendants to utilize in their collection efforts. Due to the terrain and physical layout of the streets in the Township, it would not be feasible to safely operate cart-type vehicles, due to their restricted speed and lack of safety equipment. Further, the expense to equip the meter attendants with such vehicles was not viewed as cost-effective.
Should additional meter attendants be hired, it is believed that Township-provided transportation to the enforcement locations would result in increased efficiencies and better supervisory capabilities. Additionally, it would increase the applicant pool, since applicants would not need a driver’s license and/or personal vehicle.
6.2.4.1 - RECOMMENDATION: The current transportation systems for meter attendants should be continued. However, should additional meter attendants be hired, the Township should investigate providing transportation such as via a departmental passenger van. (Administrative Change)
With the increase in the parking meter rates last year, it has become increasingly difficult for those using the long-term parking meters to always have sufficient change in their possession for their parking day. A full ten hours of parking requires $5 in coins or 20 quarters.
The Parking Policies Committee therefore researched options for providing the convenience of change machines in locations throughout the Township. The results of the research determined that virtually no parking jurisdictions anywhere are providing change machines in open public parking lots due to continuous problems with the weather, theft and vandalism. If a nearby store/business owner would be willing to offer a safe location within a vestibule area shielded from the weather, installation of a change machine on a pilot program basis should be considered.
6.2.5.1 - RECOMMENDATION: It is recommended that change machines should not be provided for municipal parking lots unless a nearby business is willing to volunteer the use of their vestibule area on a pilot program basis. (Administrative Change)
A contractor working at a specific location in a business district is allowed to pay a per day "bagging" fee to the Township to reserve a specific metered parking space at which to park their work vehicle while conducting their contract services. The existing fee for bagging is $5 per day. This fee is no more than the cost to park at the parking space if the full 10 hours of coins were instead utilized, and this does not take into consideration the premium value for being provided a convenient, guaranteed parking space, nor the associated administrative and overhead costs. The fee should be set closer to the level of the current TOT ticket fine so as to discourage non-compliance. This fee should be evaluated for further increases in the near future, in recognition of the enhanced benefit of the exclusive use of the space.
6.2.6.1 RECOMMENDATION: It is recommended that the per day fee to rent the use of an on-street parking meter by a contractor working in the area should be increased (from $5) to $10 per day. (Administrative Change)
6.3.0 Parking Meter Duration Time Limits
As previously noted, a wide variety of parking meter duration time limits are utilized throughout the Township. There are 1-hour, 2-hour, 5-hour, 10-hour and 12-hour parking meters.
Upon review, the Parking Policies Committee could not find any other municipalities that utilize so many different parking meter duration time limits. The current system is quite confusing to parking patrons and does not necessarily address the specific parking needs in the entire Township or at specific locations. The creation of a more simplified, readily recognizable system may be beneficial.
One of the key goals of this parking study is to create ways to efficiently and fully utilize the existing parking meter spaces. It is believed that there is very little need for 1-hour or 5-hour parking meters, because the 2-hour time limit will generally address virtually all short-term parking needs. Further, there is very little, if any, distinction between a 10-hour and 12-hour parking meter, other than the longer time period allows someone to park as early as 6 a.m. and still remain in compliance through the 6 p.m. parking meter enforcement period.
As noted in Section 5.4.0 regarding the Parking Meter Usage Study, the survey results demonstrated that 1-hour meters should be considered for a greater time limit duration. The study also recorded the usage of the parking meters in each parking lot, showing which lots and how many spaces in each lot typically generate short and long-term parking usage.
In order to encourage the use of on-street parking meters for visitors and shoppers, on-street parking meters should be set at a time limit to encourage turnover and discourage meter feeding. In the municipal parking lots, parking meters should be a mix of short-term (for visitors and shoppers) and long-term (for business employees and commuters). In such cases, to encourage the short-term use, the most conveniently-located parking spaces in the mixed use lots should be designated for short-term parking.
On-street parking meters near train stations that do not have nearby parking lots need lengthy time limits such as 12 hours to allow for commuter parking.
6.3.0.1 - RECOMMENDATION: It is recommended that a simplified system of parking meter duration time limits be created, with only 2-hour and 12-hour parking meters utilized:
All on-street parking meters should be set at 2-hour time limits, except in those areas where no parking lots exist, such as near train stations, which should be set to 12 hours (Ordinance Change):
Ardmore Area: 267 on-street meters – set all meters at 2-hour duration.
Bryn Mawr Area: 193 on-street meters – set all meters at 2-hour duration, except 23 meters on Water Street to be set as 12-hour.
Haverford Area: 40 on-street meters – set all meters at 2-hour duration.
Merion Area: 76 on-street meters – set all meters at 2-hour duration.
Bala Cynwyd Area: 55 on-street meters – set all meters at 2 hour-duration.Recommendation 6.6.0.1 provides for the installation of new parking meters at several on-street locations. These are recommended as 2-hour parking meters, except for some 12-hour parking meters intended for commuters near the Merion and Rosemont train stations.
In municipal parking lots, the majority of the parking meters should be set at convenient, 2-hour duration time limits to encourage parking turnover. For example, all twenty-nine 5-hour meters in Lot #6 (Schauffele Plaza Lot, Lancaster Avenue, east of Cricket Avenue, Ardmore) should be converted to 2-hour meters.
To complement the short-term 2-hour parking meters, a certain number of in-lot parking meters should be set at 12-hour time limits to allow parking for business employees and commuters. The number of parking meters in each lot with each time limit (2-hour or 12-hour) should be established based upon the results of the Parking Meter Usage Study conducted in 2000. For example, there should be a mix of 2-hour (majority) and 12-hour meters (area closest to Bryn Mawr Hospital) in Lot # 10 (Central Bryn Mawr Lot, Summit Grove Avenue, Bryn Mawr).
The Township currently provides two municipal parking lots – both in Ardmore – for permit parking. These are Lot #3 (Ardmore Post Office Lot, Ardmore Avenue south of Lancaster Avenue) and Lot # 23 (Cricket Avenue South Lot, west side of Cricket Avenue, south of Athens Avenue). Lot # 3 also has 29 parking meters, making it a mixed use lot. There are a total of 132 parking spaces in these two lots.
These lots are very popular with the Ardmore community, and the parking permits are quickly sold out during each renewal period in April and October, with long waiting lists established. The current fee for a permit is $90 per six-month period, or $180 per year.
Providing more opportunities for permit parking in municipal parking lots in the Township would free-up on-street metered spaces for appropriate short-term parking usage, thus increasing convenient parking for customers and reducing meter feeding. At the same time, assuming the price of the parking permit is lower than comparable private parking lot rates or parking at long-term parking meters, business employees will benefit by a lower overall cost to park. Such steps would also help to ensure the proper utilization of the spaces.
It was determined by the Township Solicitor that it is not permissible to create permit parking on-street (except for residents in residential areas), so the focus was to determine if it would be advisable to convert all, or parts thereof, of any of the existing municipal parking lots into permit parking lots (thus removing parking meters, and replacing them with permitted spaces.)
The Parking Meter Usage Study was utilized to analyze the availability (vacant or under-utilized spaces) of metered parking spaces in municipal parking lots for the possible conversion to permit parking spaces. Based upon the results of the Study, a significant number of under-utilized metered parking spaces in various municipal parking lots in Ardmore, Bryn Mawr and Bala Cynwyd could be converted to permit parking.
The Study indicates that a total of 485 parking spaces can support permit parking in the parking lots, an increase of 353 additional spaces (above and beyond the 132 spaces in the two existing permit lots in Ardmore.) Such a conversion should have the positive impact of providing less costly long-term parking for area employees, more fully utilizing the municipal parking lots, and freeing up some on-street metered spaces that had previously been dominated by meter-feeders.
Some collection, maintenance and operating cost savings would be realized by removing parking meters from these locations. These removed meters can be utilized at parking spaces which are recommended for the addition of meters (see Recommendation 6.6.0.1) and as inventory to replace worn-out meters as needed.
If an expanded permit lot system is successful, there are a few additional lots that appear appropriate for future conversion.
In order to provide maximum flexibility, anyone acquiring a parking lot permit would benefit by being eligible to park in any of the surrounding permit parking lots in that particular business district, and not in just one specific lot.
6.4.0.1 - RECOMMENDATION: It is recommended that three parking districts (Ardmore, Bryn Mawr and Bala Cynwyd) be created in which a permit holder may park in any of the permit parking lots in their designated district. (Ordinance Change)
6.4.0.2 - RECOMMENDATION: It is recommended that several of the Township’s municipal parking lots be converted partially or fully into permit parking lots by the removal of parking meters (unless otherwise indicated) (Ordinance Change):
ARDMORE DISTRICT:
Convert to Fully Permit Lot: Lot #3 (101 spaces at Ardmore Post Office Lot, Ardmore Avenue south of Lancaster Avenue adding 29 permitted spaces to the already existing 72 spaces)
Remain Fully Permit Lot: Lot #23 (60 spaces at Cricket Avenue South Lot, Cricket Avenue south of Athens Avenue)
New Fully Permit Lots: Lot #5 (22 spaces at Cricket Terrace Lot, Cricket Terrace south side)
Lot #20 (34 spaces at Athens Avenue North Lot, Cricket Terrace to E. Athens Avenue)
Lot #21 (47 spaces at Athens Avenue South Lot, E. Athens Avenue to Elm Avenue)
Lot #4 (Cricket Avenue Lot, Cricket Avenue south of Lancaster) and Lot #16 (Ardmore West Lot, north side of Lancaster Avenue, at Ardmore Avenue) should not become permit lots at this time, but should be re-evaluated in six months to determine whether either or both would be effective as additional partial or fully permit lots. In addition, it may be beneficial to convert the 29 parking meters to permit parking at Lot #3 at some point in the future, as noted above.
BRYN MAWR DISTRICT:
New Partial Permit Lots: Lot #11 (36 spaces at Morton Road Lot, Morton Road at Merion Avenue, leaving 13 two-hour meters)
Lot #7 (112 spaces at Bryn Mawr Station Lot, Lancaster Avenue at Bryn Mawr Avenue, leaving 75 spaces with parking meters – 37 two-hour meters near Lancaster Avenue and 38 twelve-hour meters for occasional rail commuters nearer the train station)
Lot #22 (Water Street Lot, North side of Lancaster Avenue at Water Street) and Lot #14 (Pennsylvania Avenue Lot, Bryn Mawr Ave at Pennsylvania Avenue) should not become a permit lot at this time, but should be re-evaluated in six months to determine whether it would be effective as an additional partial or fully permit lot.
BALA CYNWYD DISTRICT:
New Fully Permit Lots: Lot #15 (43 spaces at Cynwyd Station Lot, Bala Avenue east of Montgomery Avenue)
New Partial Permit Lot: The Bala Gym lot (30 unmetered spaces, with remainder marked as reserved for the Gym use only)
It is recommended that permit parking at Lot #15 be established with first priority given to commuters regularly utilizing the Bala train station (upon submission of train commuting evidence).
Any changes to the Bala Gym parking lot in the future, such as contemplated by the upcoming Bala Gym Streetscape Capital Improvement Project, which would add additional parking spaces to the lot, would require an evaluation of the parking space mix at that time, with consideration made for any net new parking spaces to be parking meter spaces or additional permit parking.
6.4.1 Price For Permits at Permit Parking Lots
As previously noted, the current price for a six-month parking permit to park in one of the two municipal permit parking lots in Ardmore is $90, which equates to $15 per month. This six-month rate has remained in effect since 1997 when it was increased by $30. The current rate compares very favorably to the alternative cost of parking at a long-term parking meter for a 40-hour work week, which would cost a minimum of approximately $480 for six-months, or $80 per month.
A study was compiled by the Parking Policies Committee to determine comparable parking rates in local private parking lots as well as prices used by nearby Townships.
As can be imagined, parking prices – and terms and conditions – vary from lot to lot. The parking lots controlled by SEPTA for commuter park-and-ride parking cost in the range of $10 to $20 per month. From a survey taken last year of eight private parking lots in the Ardmore, Bryn Mawr and Bala Cynwyd areas, the average monthly rate was $56, with a high of $100, a low of $35, and a medium of $50.
Municipal permit lot prices in nearby Haverford and Radnor Townships were compared to Lower Merion’s system. Haverford allows local businesses and residents who live above stores or local businesses to purchase parking stickers for $15 per month to park in one of four municipal parking lots at any time. Radnor has a similar program at $20 per month in a large parking lot in Wayne on weekdays.
The goal of the Parking Policies Committee was to create a recommendation for a permit lot parking fee that would clearly be less expensive than usage of a long-term parking meter so that those needing to park will be willing to use the permit parking lots, even if they will be required to walk a further (reasonable) distance. At the same time, an assumption was made that a reasonably priced system will result in greater overall use of parking spaces that previously had been underutilized, thus creating an incentive for parking compliance in the area. Finally, it was important to set the fee at a rate competitive with comparable private parking lot alternatives, so as to not detract from the balance of local supply and demand.
An analysis was then conducted to determine how to minimize total revenue loss that may result from creating the proposed enhanced permit lot parking program. Based upon the existing usage rates of the metered parking spaces intended for conversion to permit lot parking, it was determined that approximately $190,000 of annual parking meter revenue would be lost to the conversion. In order to recoup this reduction in parking meter revenue, a fee would need to be set for the permit lot parking at a use rate that would be representative of $190,000.
For the proposed 485 permit parking spaces (plus an assumed 5% to 10% overage sale), $190,000 in revenue could be received if the permit fee were set at approximately $30 per month, or $180 per six months – double the current permit parking lot fee. This "revenue neutral" permit fee level would still be below other comparable local private parking lot monthly rates.
6.4.1.1 - RECOMMENDATION: It is recommended that the permit parking fee for municipal lots be increased to $180 per six-month period, or $360 per year. If such a significant rate increase is deemed to be unacceptable, it is recommended that this be the targeted fee for the future, with regular incremental fee increases implemented for each future six-month permit period until this level is reached. It is believed that this new fee rate will result in no net revenue loss to the Township, and will "free-up" on-street parking meters for greater use by customers of local businesses. (Ordinance Change)
6.4.2 Parking Permit Regulations
The Township maintains various rules and regulations for its two existing municipal permit parking lots in Ardmore. With the addition of several additional permit parking lots, there is a need to update these rules and regulations and encompass any approved recommendations.
6.4.2.1 - RECOMMENDATION: It is recommended that the municipal permit parking lot regulations be revised and updated for issuance and enforcement, according to the recommendations in this report. The proposed regulations can be found in Appendix B. (Administrative Change)
6.4.3 Impact of Local Restaurant Ordinance on Permit Parking Lots
The Township adopted an Ordinance in 1997 to allow for the use of under-utilized parking spaces in municipal parking lots by restaurants unable to meet the minimum on-site parking requirements. The Township Solicitor has reviewed this ordinance and its impact upon the recommended conversion of some of the in-lot parking metered spaces to become parking lot permit parking. If additional parking lot permits are issued as recommended, it has been determined that, since the parking spaces are generally only being reclassified from similar previous usage or redirecting parking to the permit spaces from nearby parking usage, the Ordinance can remain in effect without change.
6.4.3.1 - RECOMMENDATION: It is recommended that existing restaurant parking regulations remain in effect regardless of the reconfiguration of some municipal parking lots for use as partial or fully permitted parking lots. (No change)
6.5.0 Residential Permit Parking
Residential permit parking systems are common in urban settings throughout the United States.
The purpose of residential parking permits, in conjunction with time zone restrictions, is to regulate turnover parking on residential streets that are not governed by parking meters. Residential permit parking is often needed on residential streets that are adjacent or near to business districts, train stations or high schools. Dozens of such residential streets in Lower Merion have residential permit parking regulations in effect, with more added by legislative action nearly every month. Residential permit parking helps provide needed on-street parking for residents during the day and evening hours, Monday through Friday (and in some cases Saturday and Sunday.) There are a limited number of zones that are enforceable 24 hours a day, 7 days a week.
Any resident seeking to purchase a residential parking permit must provide proof of residency.
The commercial, commuter and student parking encroachment problem into traditionally residential neighborhoods requires reasonable and fair enforcement.
In general, time zones are not consistently enforced by the Police Department due to the lack of enforcement personnel. Enforcement is usually triggered as a result of contacts to the Police Department by residents of a permitted residential street who complain of violations. The lack of consistent enforcement allows for frequent violations of the time limits. This creates inconvenience to residents who purchase the permits to park at any time on their own street.
This entire section of the report only applies to streets currently regulated by the residential permit parking program.
If the residents of a residential street are concerned with detrimental impacts of daytime non-residential parking, the property owners may petition the Board of Commissioners to seek consideration of an ordinance to create time zone parking – usually 2 hours – on their street Monday through Saturday. There are also, however, some existing 1-hour, 4-hour and 5-hour residential time zones.
The Parking Policies Committee was unable to determine strong reasons for residential permit parking to have a time limit regulation other than 2 hours, 8:00 a.m. to 6:00 p.m., Monday through Saturday. A consistent time limit regulation aids in the compliance by parking patrons and enforcement by the Township.
6.5.1.1 - RECOMMENDATION: It is recommended that all parking zones be established with a 2-hour time limit, 8:00 a.m. to 6:00 p.m., Monday through Saturday, to encourage parking turnover and increase the likelihood that spaces will be available for residents when needed. (Ordinance Change)
6.5.2 "Residents Only Parking"
Some residents have inquired about the possibility of creating "Residents Only" parking, therefore eliminating the time zone restriction parking from their street. The closest approach to this concept is one street in Bryn Mawr, which is currently regulated for a 1-hour time zone parking restriction, 24 hours a day, 7 days a week.
The basic justification – and therefore "public purpose" – for Residents Only parking during certain hours is that there is no available parking on the street because all spaces need to be filled by residents with permits. These circumstances generally exist during non-business hours.
It is believed that if Residents Only parking (with a residential parking permit) is adopted, an overall improvement will be created for residential neighborhoods. Some challenges may occur in that some residents previously able to park near their home during these non-business hours may now become prohibited to do so. If significant problems emerge the Township will need to be poised to take immediate corrective action to address the needs of the residential community.
Also, see Recommendations 6.5.1.1, 6.5.3.1, 6.5.4.1, 6.5.4.2, 6.5.5.1, 6.5.6.1, 6.5.6.2 and 6.5.7.1, which are all related to creating a "holistic" approach to improving the residential permit parking program.
6.5.2.1 - RECOMMENDATION: It is recommended that parking be prohibited without a residential parking permit for all hours not governed by the 2-hour time zone regulation. (Ordinance Change)
6.5.3 Broad Neighborhood Districts
Under the current method of establishing time zones on a street-specific basis only, a number of adjoining streets have different time zone restrictions established. This inconsistency leads not only to confusion among the traveling public but also makes consistent enforcement more difficult.
In researching residential time zone systems throughout the country, the Parking Policies Committee determined that most municipalities establish time zone areas broader than a single roadway, thus providing greater flexibility to residents who cannot find any parking on their own street. The establishment of any such broad neighborhood time zone district would need to be adopted via an ordinance by the Board of Commissioners. The establishment of future parking zone districts would need to be investigated and evaluated on a case-by-case basis.
6.5.3.1 - RECOMMENDATION: It is recommended that broad neighborhood parking zone districts be created to encompass numerous contiguous streets within a geographic area. This would allow residential parking permit holders an increased opportunity to find and utilize available parking spaces near their homes. (See Appendix G) (Ordinance Change)
The following six broad neighborhood parking zone districts are recommended:
The Bryn Mawr District would encompass the area of: North Ithan Avenue from County Line Road north to Morris Avenue; Morris Avenue east to New Gulph Road; New Gulph Road east to Pennswood Road; Pennswood Road south to Lancaster Avenue; Lancaster Avenue west to the County Line; the County Line south to County Line Road; County Line Road west back to North Ithan Avenue.
The Haverford District would encompass the area of: Pennswood Road from the County Line north to New Gulph Road; New Gulph Road east to Montgomery Avenue; Montgomery Avenue east to Haverford Station Road; Haverford Station Road south to Lancaster Avenue; Lancaster Avenue east to Old Railroad Avenue; Old Railroad Avenue south to the County Line; the County Line border west to Pennswood Road.
The Ardmore District #1 would encompass the area of: College Lane from the County Line north across Lancaster Avenue; Lancaster Avenue to Dreycott Lane; Dreycott Lane to the railroad tracks; the railroad tracks east to Hampstead Circle; Hampstead Circle south to Lancaster Avenue; Lancaster Avenue east to West Wynnewood Road; West Wynnewood Road south to the County Line; County Line west to College Lane.
The Ardmore District #2 would encompass the area of: Haverford Station Road from Lancaster Avenue north to Montgomery Avenue; Montgomery Avenue west to Grays Lane; Grays Lane north to Mill Creek Road; Mill Creek Road north to Old Gulph Road; Old Gulph Road east to Gypsy Lane; Gypsy Lane east to North Wynnewood Avenue; North Wynnewood Road east to East Wynnewood Road; East Wynnewood Road east to City Avenue; City Avenue south to Lancaster Avenue; Lancaster Avenue west to 50 feet east of Hampstead Circle; Hampstead Circle north to the train tracks.
The Penn Wynne District would encompass the area of: The County Line north on West Wynnewood Road to Lancaster Avenue; Lancaster Avenue east to City Avenue; City Avenue south to the County Line; the County Line west to West Wynnewood Road.
The Merion/Bala Cynwyd District would encompass the
area of: Bryn Mawr Avenue north from Montgomery Avenue to
Conshohocken State Road; Conshohocken State Road east to Levering
Mill Road; Levering Mill Road north to Belmont Avenue; Belmont
Avenue east to City Avenue; City Avenue south to East Wynnewood
Road; East Wynnewood Road west to the Narberth Borough border;
the Narberth Borough border north to Montgomery Avenue;
Montgomery Avenue west to Bryn Mawr Avenue.
6.5.4 Number of Permits Per Address
The Township’s existing policy is to issue only one permit (at $20 per calendar year) per street address, regardless of whether that address is a single household or an apartment complex containing numerous units. There is one exception to this policy, however, which is a result of an unusual situation near the Merion Train Station, where one permit per living unit has been issued.
This policy is generally in effect due to the limited number of parking spaces available. Many residents own two cars and are therefore not able to park one of them on the street near their home. This is particularly problematic for homes with no off-street parking (no driveway or garage).
If residential parking districts were created (Recommendation 6.5.3.1), this would have a positive effect upon the total number of parking spaces available to residents. With more parking options, it may be possible to increase the number of residential parking permits issued to those families in need. Even without the proposed neighborhood parking district system, there are a few neighborhoods with sufficient parking spaces on their street that could currently support two parking-permit vehicles, but are prohibited from acquiring them.
Due to the supply of available on-street parking in the proposed Merion / Bala Cynwyd District, it is believed that the issuance of additional residential parking permits per street address for legal residents at apartment buildings (3 or more family units) can be supported.
Current residential parking permits are stickers. A more convenient plastic hanging permit to be displayed from the rear-view mirror would be preferred by the residents, even though it will not be transferable to another household.
6.5.4.1 - RECOMMENDATION: It is recommended that property owners that have no off-street parking on their property and more than one vehicle be allowed to purchase a second residential parking permit at the same $20 per calendar year rate for each street address in all residential parking zone districts. The residential parking permit should become a plastic hanging permit to hang from the rear-view mirror. (Ordinance Change)
6.5.4.2 - RECOMMENDATION: It is recommended that for the proposed Merion / Bala Cynwyd District, additional residential parking permits be provided for legal residents at each apartment building if their off-street parking is deemed insufficient. (Ordinance Change)
6.5.5 Temporary Residential Parking Permits
There is currently no provision for temporary parking on residential parking permitted streets. This makes it awkward to find suitable parking for out-of-town guests who may be visiting or contractors working on home renovation programs.
Many parking jurisdictions throughout the country have provisions to address temporary parking permit needs. For example, regulations could be established to allow for residents to come to the Public Safety Building and purchase a temporary parking permit for their parking district.
6.5.5.1 - RECOMMENDATION: It is recommended that a temporary residential parking permit program be created and implemented. The temporary permit would be for a period of seven calendar days at a cost of $5. The permit holder would be eligible for a total of 4 such temporary parking permits (3 renewals) over the course of the year, but at no time could more than three total permits (combination of temporary and regular residential permits) be in effect for each property address, except for apartment buildings in the proposed Merion / Bala Cynwyd District (which will have no total limit). (Ordinance Change)
6.5.6 Residential Parking Permit Regulations
The Township maintains various rules and regulations for its residential parking permit program. There is a need to update these rules and regulations and encompass any approved recommendations.
6.5.6.1 - RECOMMENDATION: It is recommended that the residential parking permit regulations be revised and updated for the issuance and enforcement in accordance with the recommendations in this report. The proposed regulations can be found in Appendix C. (Administrative Change)
6.5.6.2 - RECOMMENDATION: It is recommended that no residential parking permit be issued to any resident with outstanding unpaid traf-o-teria tickets, citations or other moving violations. (Ordinance Change)
6.5.7 Parking Violations in Time Zones and Districts
The current fine for violations of residential parking permit regulations is $15. This fee may be insufficient to appropriately discourage violators from taking the chance to park illegally. A higher fee, with increased enforcement as recommended in this report, would free up needed on-street parking spaces for residents to park near their home.
6.5.7.1 - RECOMMENDATION: It is recommended that the residential parking permit violations fee be increased (from $15) to $25 in order to encourage potential offenders to find legitimate parking. (Ordinance Change)
Installing additional parking meters in logical locations improves parking regulation and equity.
Revenue generation is a side benefit – not the purpose – of such an action.
The intent of a solid parking management program is to create consistent and fair parking regulations that meet the overall needs of the specific location served. This implies that all similarly located parking spaces have been regulated in a uniform manner so as to eliminate seemingly unfair advantages at select locations.
An analysis was conducted to identify all unregulated on-street parking spaces to determine if it would be consistent and fair to add a new parking meter at these spaces. A number of such locations were identified.
Based upon the Township’s annual revenue pace that is currently being generated from parking meter fees, it is estimated that each new parking metered space will add approximately $600 per year in new revenue. In addition, using the same concept, $200 per parking space per year in parking violation fines would be generated. Thus, each new parking metered space could generate on the average $800 per year ($600 + $200 = $800). If 75 new parking metered spaces are added, it is estimated that new annual revenue of $$60,000 would be generated ($800 x 75= $$60,000). The maintenance and collection costs for these additional meters would partially offset this new revenue.
Two areas in Bryn Mawr should be further studied for adding parking meters in the future. North Merion Road north of the railroad bridge to Montgomery Avenue (15 spaces), and Old Lancaster Road between Bryn Mawr and Elliot Avenues (12 spaces).
6.6.0.1 - RECOMMENDATION: It is recommended that 75 new parking meters be added to various unmetered parking space locations throughout the Township to promote turnover and equity. (Ordinance Change)
The locations for new parking meters should be as follows:
ARDMORE – (11 new parking meter spaces)
Chatham Road south of Lancaster Avenue (3 spaces) – Install 2-Hour parking meters along the east side of the street for short-term patron usage. Current restrictions: West Side/"No Parking Anytime"; East Side/"2-Hour Time Zone"
Sibley Avenue from the curve to Coulter Avenue (8 spaces) – Install 2-Hour parking meters along the northeast side of the street for short-term patron usage. Current restrictions: South Side/"No Parking Anytime"; North Side/"2-Hour Time Zone"BRYN MAWR – (9 new parking metered spaces)
South Roberts Road at Lancaster Avenue (2 spaces) – Install 2-Hour parking meters along the west side of the street for short-term patron usage. Current restrictions: East Side/"No Parking Anytime"; West Side/"1-Hour Time Zone"
South Prospect Avenue at Lancaster Avenue (5 spaces) - Install 2-Hour parking meters along the west side of the street for short-term patron usage. Current restrictions: East Side/"No Parking Anytime"; West Side/"1-Hour Time Zone"
South Warner Avenue at Lancaster Avenue (2 spaces) – Install 2-Hour parking meters along the west side of the street for short-term patron usage. Current restrictions: East Side/"No Parking Anytime"; West Side/(None)MERION – ( 20 new parking metered spaces)
Civic Circle in the area of the train station (20 spaces) – Install 12-Hour parking meters on the east and west side of the west leg of the circle for commuter usage. Current restrictions: None
ROSEMONT – (35 new parking metered spaces)
Montrose Avenue from Airdale Road to Norwood Road (22 spaces) – Install 12-Hour parking meters along the south side of the street for commuter usage. Current restrictions: North Side/"No Parking Anytime"; South Side/"2-Hour Time Zone"
Norwood Avenue (13 spaces) – Install 12-Hour parking meters along the east side of the street for commuter/employee usage. Current restrictions: East Side/"2-Hour Time Zone"; West Side/"No Parking Anytime"
6.7.0 Public Relations / Marketing / Promotional Programs
As in any jurisdiction, those who park in Lower Merion eventually develop an understanding of the Township’s parking regulations. This knowledge, however, takes time and is often incomplete.
6.7.1 Lower Merion’s Experience
The typical experience in Lower Merion reflects the following issues relative to public relations and marketing:
There is no system-wide public information currently available, such as an informational brochure for parking patrons, so information about the Township’s various parking programs must be gained by word-of-mouth, signs which are sometimes confusing or actual experience.
The lack of a brochure or other published guidelines means that the Township’s parking goals are largely unknown.
The parking issues seen by the public are enforcement and parking meters. It is important that other "faces of parking" be provided so that the public recognizes there is more to parking than punitive measures.
The signs and color-coding system used in Township parking lots are confusing to occasional users, and the placement / location of the signs is not what is typically found in the parking industry.
Some of the parking lots have a dilapidated appearance to the users and therefore do not portray a friendly, welcoming image of the Township.
6.7.2 Optimal Public Relations and Marketing Program
To determine the best strategies for public relations and marketing, the Parking Policies Committee investigated other successful parking programs throughout the country. Informational brochures and marketing materials were reviewed and discussed. Also, innovative strategies were researched and noted.
In general, successful parking public relations and marketing programs include the following characteristics:
6.7.2.1 - RECOMMENDATION: It is recommended that the Township should strive to educate the public that parking is more than simply feeding a parking meter or getting a ticket. Promotional programs should be created that allow Township residents and visitors to have more positive feelings about parking. New public information should be created and distributed that outlines and explains: (Administrative Change)
- The goals and policies of the parking program.
- The parking options/locations available for different user groups.
- The alternative commuting methods available (train, bus, carpooling, biking, walking, etc.).
- The rationale for the Township’s enforcement policies (such as why meter feeding is illegal).
- Whom the public should contact in the Township to address specific parking issues and concerns.
6.7.2.2 - RECOMMENDATION: Continued efforts should be undertaken to "spruce-up" the parking lots to improve their appearance and appeal. Plantings, resurfacing, re-striping, new signs, grass cutting and ongoing maintenance programs should be ranked and implemented where merited. (Administrative Change)
A successful parking program is "information friendly." The driver must be able to find a parking space in a commercial area through informational signs that are meaningful and easy to read.
Currently, each municipal parking lot has a large 48-inch green and white sign that provides the parking lot number, the time limit(s) of the parking meters in the lot and a short message that tells the driver to not back into the space. These signs have been in use since the 1970’s. From an informational stand point, these huge signs provide minimal value to parking patrons.
The other type of sign that is used to identify parking areas throughout the Township is the standard parking sign. This sign is recommended for use by the Pennsylvania Department of Transportation’s Handbook of Approved Signs, publication #236, which regulates uniform signing throughout the Commonwealth. The sign designated as D4-1, is 30" x 24" with green lettering on a white reflective background. It uses a large "P" and smaller lettering to spell the word "PARKING." In some cases, it will include an arrow to direct a driver to a parking facility. It is placed on the major thoroughfares throughout the Township at the nearest point of access to a municipal parking lot. A smaller 18" x 15" sign is sometimes used in areas where the larger one is impractical to use.
The Township is currently completing a Business District Signage Program that will enhance signs throughout the Township. Part of that study addresses new signs for the municipal parking lots and develops a new standard for parking lot identification signing along Township roadways. These signs will replace the existing information signs currently in use.
In the past, the 23 parking lots contained nondescript names, primarily the result of association with the original owner or nearby business. In an effort to create more clarity, a user-friendly location-based name for each parking lot will be added to the signs in addition to the parking lot number. (See Appendix A)
6.7.3.1 - RECOMMENDATION: Consistent with the current signage program, new parking lot signs should be designed and installed that minimize confusion to the traveling public and are more typical to what is found in other parking lots around the country. (Administrative Change)
6.7.4 One Free Parking Day Per Town
In recognition of special events or circumstances, many successful parking programs throughout the country provide some non-enforcement times for community needs. Currently, the Township has no formal programs to address this opportunity.
As noted earlier, the average weekly parking meter revenue for the Township is approximately $22,000, or roughly $3,600 per day. If each business district with parking meters (Ardmore, Bryn Mawr, Haverford, Merion, and Bala) were provided the opportunity to select one day per year, at their discretion, for there to be no parking meter enforcement that day, it can be assumed that somewhere in the range of $3,600 in total revenue per year would be lost. Actually, the amount would likely be less than $3,600, because – regardless of the effectiveness of any publicity utilized to announce the free parking day – some drivers would unknowingly still deposit coins into their meters.
6.7.4.1 - RECOMMENDATION: It is recommended that the Township formally offer each business district association the opportunity to select one day per year for no parking meter enforcement. This would create the opportunity for a more customer-friendly approach to events such as annual sidewalk sales, community fairs, parades, etc. (Ordinance Change)
6.8.0 Parking At The Six Township Libraries
The Township has six public libraries under the jurisdiction of the Lower Merion Library System. Each of these facilities has its own parking lot. In most of the locations, the parking lots are small and there is insufficient ground available for any parking expansion.
The Parking Policies Committee worked with the Head Librarian of each library to review and develop options to address their parking problems.
6.8.0.1 - RECOMMENDATION: It is recommended that efforts be made to improve various parking problems identified at the Township’s six libraries as noted in Appendix D. (Administrative Change)
6.9.0 Special Parking Agreements
The Township, over the years, has developed many parking agreements – both informal (verbal) and formal (written).
Some of the informal agreements appear to be in conflict with parking codes and regulations and should, therefore, either be eliminated or authorized via a code amendment.
These agreements were generally instituted in response to a specific request from a specific constituency. In most cases, these arrangements have mutually benefited both the Township and the parties involved. The lack of consistent guidelines for special parking agreements, however, raises issues of equity and fairness, and can place the Township in an awkward position. This occurs when a specific parking arrangement that benefits one business, neighborhood or commercial area becomes known to other constituencies who then seek opportunities for similar privileges. Without defined goals or criteria for these agreements, the Township must decide – on a case-by-case basis – whether an agreement is desirable to pursue or maintain.
In light of these conditions, and with a goal of equity and fairness, the Township should endeavor to minimize the number of parking agreements it creates. Where such an agreement is ultimately determined to be necessary or advisable, the following criteria could be used in the evaluation:
Is the agreement consistent with the Township’s overall parking and planning goals?
Does the agreement seem to infer benefits to one entity that could raise legitimate concerns by others regarding equity and fairness?
What are the Township’s expected costs and benefits under such an agreement?
Could the entity requesting the agreement be accommodated within the framework of the Township’s already established parking programs and policies?
With these criteria in mind, the existing agreements in the Township were documented and evaluated.
6.9.0.1 - RECOMMENDATION: It is recommended that all existing informal and formal parking agreements be evaluated, with consideration of the recommendations stated in Appendix E. (Administrative and Ordinance Change)
When evaluating the viability of any of the recommendations in this report, it is important to consider their potential financial impact upon both the Township and its parking patrons.
This Parking Report has over 50 specific recommendations, each of which may create some financial impact – some more than others. The first stated goal of this parking study project was to balance traffic regulation and revenue generation. Therefore, none of the recommendations that are projected to add net new revenue were included primarily for the purpose of revenue generation. The recommendations should primarily be evaluated from a basis of the expected net benefit to the community and how each recommendation fits with the others to create an efficient and fair parking system.
The financial information contained in this report was prepared without any certainty about the projected changes in parking behaviors that may arise, especially when the impact of various changes are so interdependent to each other. It is, therefore, feasible that unexpected financial ramifications will emerge. It will be important for the Township to carefully measure the changes that occur so as to determine if further adjustments are merited.
If all recommendations in this report are approved, and the
financial impacts are mutually exclusive, the following summary
of financial impact is projected:
|
KEY PROVISION |
FINANCIAL IMPACT |
|
Parking Reorganization |
Some additional costs due to additional supervision and support services. |
|
Additional Enforcement Personnel |
With 10 part-time Meter Attendants and additional support staffing ($400,000 cost) and possible tripling of tickets issued ($700,000 revenue), a net annual revenue of $300,000 is estimated. |
|
Initially Issuing TOT’s Instead of Citations |
At 70% collection rate, an additional $70,000 per year in revenue is possible. |
|
Bagging Fee Increase |
Minimal additional revenue will be received. |
|
Additional Permit Parking Lots |
The loss of parking meter revenue is assumed to be mostly offset by the additional permit spaces at double the current permit price. |
|
Doubling the # of Residential Permits Allowed & Issuance of Temporary Permits |
Minimal additional revenue will be received. |
|
Increasing Fine for Residential Time Zones |
Minimal additional revenue will be received. |
|
Adding Parking Meters |
If 75 meters are added, additional annual revenue of $60,000 in meter and fine revenue is estimated. |
|
Improved Public Relations Programs |
Additional costs will be incurred for brochures, new signs, parking lot upgrades, etc. |
|
One Free Parking Day Per Town |
A maximum of $3,600 per year of lost parking meter revenue is estimated. |
The recommendations contained in this report require a comprehensive review by Township staff, the Board of Commissioners and the community-at-large.
An Ad Hoc Parking Committee of the Board of Commissioners was appointed to lead an evaluation of the preliminary recommendations of the Parking Policies Committee. The Ad Hoc Parking Committee is comprised of the Board Officers (President Kenneth E. Davis and Vice President James S. Ettelson, Esq.) and representatives of the three main geographic areas comprising the majority of public parking: Commissioners Charles J. Bloom, Esq. (Haverford & Bryn Mawr - Ward 10), Joseph M. Manko, Esq. (Bala - Ward 9) and Ora R. Pierce (Ardmore & Haverford - Ward 4).
The Ad Hoc Parking Committee reviewed the working draft report and provided input that was included in the final Report.
A schedule was established for (a) release of the final Report to the Board and the public, and (b) a public comment period to receive input.
Many of the recommendations contained in this report are inter-related and therefore dependent upon each other for ensuring an effective overall approach to addressing the many parking needs of the community. As examples, without an enhanced enforcement effort, many of the proposed changes may, in fact, compound existing or even create new parking problems. Without a sound public information strategy and program, implementation of many of the new programs will only confuse and anger parking patrons. Without creating residential parking districts, it will not likely be possible to increase (from one) to two the number of residential parking permits that can be issued for each address. Without properly setting the parking lot permit fee rates, the demand for the new system could fail to fill the newly-offered parking spaces or be too large to be accommodated.
Some of the recommendations will need a reasonable amount of implementation lead time for the creation of new forms, printing of permits, purchase and installation of signs, hiring of personnel, etc.
PROPOSED IMPLEMENTATION SCHEDULE
Process for Public Review and Input, and Board Review and Adoption
|
June 22, 2001 |
Release of Final Parking Report (with Press Release) Report distributed to Board of Commissioners, Township staff, libraries, media, civic and business associations, and placed on the Township Web site. Taping of segment of "Eye on Lower Merion,"outlining parking recommendations for rebroadcast on Cable Channel 7. |
|
June 25, 22001 |
Letter of information mailed to all residents, primarily focusing upon the residential parking permit program. |
|
July 10, 2001 |
Police Committee Meeting (approximately 7:30 p.m.) – Public presentation of Parking Report and recommendation for Board to accept Report and approve recommendations not requiring ordinance. Public comment and input received. |
|
July 18, 2001 |
Board Meeting – Board requested to accept Report and approve recommendations not requiring ordinance. Public Privilege of the Floor – Public comment and input received. |
|
July 19, 2001 |
Implementation begins for recommendations not requiring ordinance. |
|
September 5 or 12, 2001 |
Police Committee Meeting – Introduction of Parking Ordinance for Advertisement. |
|
September 19, 2001 |
Board Meeting – Board requested to advertise Parking Ordinance. Public Privilege of the Floor – Public comment and input received. |
|
October 17, 2001 |
Board Meeting – Board scheduled to adopt Parking Ordinance. Public Privilege of the Floor– Public comment and input received. |
|
October 18, 2001 |
Implementation begins for recommendations contained in Parking Ordinance. |
Although this parking study was intended to be comprehensive, it was not possible for all possible improvements to be considered. Further study will be necessary on various topics. As noted earlier, the goal of the Parking Policies Committee was to optimize existing parking resources prior to making plans for adding new parking facilities.
9.1.0 Adding Additional Parking Lots or Garages
After the approval and implementation of any of the recommendations contained in this report, the parking usage study should be repeated to determine the benefits derived by the recommended improvements.
If future parking usage studies determine that specific areas within the Township continue to have significant parking shortages as witnessed by near 100% usage at some point during the day, this would suggest the need for serious consideration of identifying additional net parking spaces to be added at those locations. This could include the need for acquisition of space for new parking lots or parking garage facilities, as well as consideration for changes to the existing parking restrictions in the areas.
9.2.0 Use of Debit Cards or Tokens in Parking Meters
The electronic parking meters purchased in 2000 have the capability to be retrofitted for the use of debit cards. The Parking Policies Committee studied this concept in depth and determined that it does not appear to be a viable program for the Township at this time. The cost to administer such a program is substantial, and each debit card has an expensive fixed-cost component, which the parking patron is unlikely to be willing to underwrite. There is very little evidence throughout the country that parking meter debit cards are a successful, cost-efficient parking management tool. The creation of a viable debit card program should be further studied in the future.
The use of tokens was also reviewed. The Township had utilized a token system up until approximately 15 years ago with limited success. Although the electronic parking meters could be calibrated to accept tokens, the Parking Policies Committee determined that virtually no parking programs throughout the country are using tokens at this time due to problems with and high costs of distribution systems, and limited actual usage by parking patrons. If the business community has continuing high interest in partnering with the Township in such a program, this matter should be further studied.